Chevrolet to Offer 6500XD Class 6 Cabover

[kscarbel2]

Heavy Duty Trucking  /  March 10, 2017

Chevrolet is expanding its lineup of cabover trucks for 2018 by adding the 6500XD Class 6 Low Cab Forward truck to a lineup that already includes Class 3, 4, and 5 cabovers, Chevrolet has announced.

Chevrolet will source the truck through an existing partnership with Isuzu Commercial Truck of America.

With the 6500XD, Chevrolet will now offer eight cabovers through select dealers, including the Chevrolet 3500, 3500HD, 4500, 4500HD, 4500XD, 5500HD, and 5500XD.

Chevrolet will show the truck at the NTEA's Work Truck Show that begins March 14.

The 6500XD is based on Isuzu's 2018 FTR cabover and is powered by the same 5.2L turbocharged four-cylinder diesel engine that makes 520 lb.-ft. of torque. The engine is paired with a 6-speed automatic transmission with power take-off. The truck also offers Dana axles and a straight-rail frame.

Front and rear axle ratings come in at 12,000 pounds and 19,000 pounds, respectively. Maximum GVWR is 25,950 pounds.

Buyers can choose from eight wheelbases and equip the truck with a body that's up to 30-feet long.

"Our goal is to offer the best work solutions and customer care in the business," said Ed Peper, U.S. vice president, GM Fleet and Commercial Operations. "Our low cab forward dealers and Upfitter Integration Group will work hand-in-hand with customers and their upfitters to spec the right truck for the job. After the sale, our dealers will be there to support customers with extended service hours and work-ready loaners."

Related reading - https://www.bigmacktrucks.com/topic/47238-isuzu-returns-to-us-class-6-segment-for-2018/#comment-348570

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[kscarbel2]

Chevrolet Expands its Low Cab Forward Range with a New Class 6 Truck

Chevrolet Press Room  /  March 10, 2017

Chevrolet announced today that it is expanding its range of Low Cab Forward trucks with a new dock-height Class 6 model – the 6500XD. The vehicles are expected to be available by the end of the year.

The 2018 Chevrolet Low Cab Forward 6500XD, like its Class 3, 4 and 5 stablemates, is a highly flexible platform designed for driver comfort, superior visibility and serviceability, and ease of upfit.

The 6500XD adds significant extra capability:

• Standard equipment includes a 5.2-liter four-cylinder turbodiesel that delivers 520 lbs.-ft. of torque, an Allison 2500 Series 6-speed automatic transmission (with PTO), Dana axles and a robust straight-rail frame. 
• Front and rear axle ratings are 12,000 lbs. and 19,000 lbs., respectively. Maximum GVWR is 25,950 lbs. – enough capability to haul heavy machinery.
• Eight wheelbases are available and bodies up to 30-feet long can be accommodated.

“Our goal is to offer the best work solutions and customer care in the business,” said Ed Peper, U.S. vice president, GM Fleet and Commercial Operations. “Our Low Cab Forward dealers and Upfitter Integration Group will work hand-in-hand with customers and their upfitters to spec the right truck for the job. After the sale, our dealers will be there to support customers with extended service hours and work-ready loaners.”

GM’s Upfitter Integration Group provides technical assistance to upfitters and serves as a liaison between Special Vehicle Manufacturers, end customers and several of GM’s engineering, marketing and service teams. They also maintain a website that includes detailed body builder manuals, technical bulletins and best practice manuals.

GM’s Expanding Commercial Truck Portfolio

GM’s overall Commercial business has been growing steadily, with seven straight months of year-over-year market share gains.  

“Award-winning new products like the Chevrolet Malibu, Silverado and Colorado have helped GM Fleet earn more than 134 new accounts in the last three years,” Peper said. “At the same time, new products like the City Express small van, the Low Cab Forward range and the all-new medium duty conventional cab truck coming in 2018 make it possible for fleets to consolidate more of their business with us, which simplifies vehicle ordering, financing, maintenance, technical support and turn-in.”

This product offensive includes new CNG and LPG propulsion options and an industry-leading 20 diesel-powered cars, crossovers, vans and pickups, all of which are compatible with B20 biodiesel.

GM is also expanding its suite of industry-leading driver connectivity and fleet management solutions for small businesses and fleet managers. At the beginning of March, the company announced that it would add Spireon to its roster of telematics service providers, joining Telogis and GM’s own Commercial Link tool.

These turnkey, scalable solutions can help with efficiency, idle time, labor, fleet mileage and maintenance-related downtime. They can also help provide insights into driver behavior.  Because they are compatible GM’s OnStar technology, no after-market hardware installations required.

For more information about the fleet product offerings and services, please visit GMFleet.com.

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[kscarbel2]

Chevrolet Introduces 6500XD Low Cab Forward Truck

Truck Trend  /  March 10, 2017

Standard Equipment Includes Allison Transmission, Dana Axles

As part of its continuing effort to grow its commercial vehicle lineup, Chevrolet is announcing the availability of a new 6500XD model to its Low Cab Forward medium-duty lineup.

The truck has a dock-height chassis, is available in eight wheelbase configurations, and can accommodate bodies up to 30 feet in length.

The truck has a maximum gross vehicle weight rating (GVWR) of 25,950 pounds, a front axle rating of 12,000 pounds, and a rear axle rating of 19,000 pounds.

In terms of powertrain, the 6500XD is equipped with a 5.2L I-4 turbodiesel producing 520 lb-ft of torque, mated to an Allison 2500-series six-speed automatic transmission and a Dana rear axle.

For commercial customers with specific configuration needs, General Motors has a dedicated Upfitter Integration Group to serve as a liaison between Special Vehicle Manufacturers, customers, and GM’s engineering, marketing, and service teams.

A website with detailed body builder manuals, technical bulletins, and best practices is also available to assist upfitting.

The 6500XD will be available at Chevrolet Commercial dealers by the end of 2017.

The cabover truck comes ahead of the forthcoming medium-duty conventional cab truck being codeveloped with Navistar, expected to come to market in 2018.

[kscarbel2]

Meanwhile back at Ford headquarters, the members of the manufacturer's commercial truck unit are fast asleep.

Only the Ford-Otosan team in the global market still has blue Ford commercial truck blood flowing thru their veins.

What Ford needs in the North American market is right under it's nose (Ford-Otosan designed Brazil production).

http://www.fordcaminhoes.com.br/cargo/c-1419/especificacoes-tecnicas

http://www.fordcaminhoes.com.br/cargo/c-1519/especificacoes-tecnicas

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[Timmyb]

Nice trucks! At a previous job we had an Isuzu and used to deliver furniture and white goods. The abuse I witnessed that poor truck receive speaks volumes for their build. 

[TeamsterGrrrl]

Is there a non compete clause with IVECO or whatever they're calling themselves this week that keeps the Ford Cargo out of North America and Europe?

[kscarbel2]

42 minutes ago, TeamsterGrrrl said:

Is there a non compete clause with IVECO or whatever they're calling themselves this week that keeps the Ford Cargo out of North America and Europe?

Iveco took control of Ford's European heavy truck operations in 1986 with a 52% interest. I believe the Joint venture, Iveco Ford Truck Ltd., ended in 1997 with the closure of the Langley, Berkshire, UK plant. Any non-compete wouldn't have exceeded 10 years. The Cargo technology remained Ford-owned.

It's safe to say that Iveco isn't the reason that Ford doesn't make use of the global market Cargo in the US.

Daimler gained North American production rights in 1997 with the Ford Truck purchase. The last year of Freightliner Cargo (FC70/FC80) and Sterling Cargo (SC7000/SC8000) sales was 2006. And that was the last generation Cargo, not today's all-new Cargo.

Sadly for a company that created the superb HN80, Ford just has little interest in Class 6, 7 and 8 commercial trucks. The Class 6 F-650 only sells well because of its price, and certainly not because of an impressive sales marketing team.

[RoadwayR]

Superb HN80?  I say good design, poor execution.........

[Red Horse]

Kevin-Hit the nail on the head-brain dead marketers.  The only US builder of class 1-7 and they do nothing to wave that flag.  Saw some recent Ford Commercial Truck ads that show a new 650/750 bucket truck in background and the truck is visible for like a half second.  What are these dummies thinking?  

[kscarbel2]

9 hours ago, RoadwayR said:

Superb HN80?  I say good design, poor execution.........

In my humble opinion, the HN80 was as well engineered as the CH. I still recall when chicken producer Holly Farms took delivery of their new fleet.

The HN80 only failed because Jacque Nassar mistakenly sold the heavy truck unit.

The truck was superbly engineered.

The HN80 caused Ford's heavy truck sales to rise over 50 percent in March 1997. Not a bad start.

And in the first quarter of 1997, Ford zoomed forward, from last place in 1996, past Volvo in 1997 (Good on ya Ford).

https://www.bigmacktrucks.com/topic/41662-a-look-back-at-“american”-innovation-the-ford-hn80-new-aeromax-and-louisville/#comment-302854

 

[TS7]

Have you ever been around any the 1997 and 1998 Fords? Not well built. Good ideas, not well done. Doors and dash junk. You are right Jacque Nassar  gave heavy truck unit away. It was a mistake. There are a lot Louisville trucks still running with no dealer support. Ford built good, strong trucks, look how many are still running.

[TeamsterGrrrl]

Most of the blame for the "implementation" of the HN80 goes to Daimler, who built most of them.

[RoadwayR]

Back to the subject of the new Chevy/Isuzu class 6 LCF, I think it is interesting to compare it to it's likely #1 competitor, the Ford F-650.  My best guess at this point is the Ford will have a lower purchase price, but the Chevy will have lower operating costs and better resale.  There is still an aversion to cabovers in this weight class, but ease of use in congested urban areas and the very spacious cab may convince some operators to switch.  I think we will see a trend to smaller diesels in class 4-6 trucks and the 5.2L Isuzu could eventually be an advantage over the Ford 6.7L Powerstroke.

If the 6500XD/FTR is anything like the NPR's I have been around, it won't break.

[Red Horse]

19 hours ago, RoadwayR said:

Back to the subject of the new Chevy/Isuzu class 6 LCF, I think it is interesting to compare it to it's likely #1 competitor, the Ford F-650.  My best guess at this point is the Ford will have a lower purchase price, but the Chevy will have lower operating costs and better resale.  There is still an aversion to cabovers in this weight class, but ease of use in congested urban areas and the very spacious cab may convince some operators to switch.  I think we will see a trend to smaller diesels in class 4-6 trucks and the 5.2L Isuzu could eventually be an advantage over the Ford 6.7L Powerstroke.

If the 6500XD/FTR is anything like the NPR's I have been around, it won't break.

Ford has the biggest percentage of class 6 now but I think that is primarily because they offer the only gas engine in the class and a lot of buyers don't want to pay that diesel premium based on their annual mileage.  Agree 100% though on the need for a smaller diesel.  And no doubt the NPR's have a good rep.  

As KSC has repeatedly pointed out, and provided us with the appropriate links, Ford had better wake up and bring their Cargo (In all weight ranges) here, however they do it. If Isuzu/GM can get around the "import" issues,  Ford should be capable of doing same.

 

[RoadwayR]

GM and Isuzu didn't get around the import issue, the trucks are assembled by Spartan Motors in Charlotte MI..

[Red Horse]

8 minutes ago, RoadwayR said:

GM and Isuzu didn't get around the import issue, the trucks are assembled by Spartan Motors in Charlotte MI..

Are they not imported as knockdowns?  That is what I thought

[kscarbel2]

5 hours ago, Red Horse said:

Are they not imported as knockdowns?  That is what I thought

Bob, they are imported as CKD (completely knocked down) kits, which are then assembled by Spartan.

Most Isuzu trucks sold around the world are assembled locally from either CKD or SKD (semi knocked down) kits.

Another example, the Hino FF and FG medium trucks sold in the US during the 1980s were assembled from SKD kits by Jim Moran's Southeast Toyota Distributors in Jacksonville, Florida where they arrived via the port.

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[RoadwayR]

If the rumors of an Isuzu LCF tandem heading to North America are true, what are the chances that it would be badged as a Chevy as well?

That having been said, I am not sure there would be too much of a market for a truck like that, but if it were offered with the 6HK1-TC or  6UZ1-TCN it might make a good regional tractor or refuse truck.   

 

[kscarbel2]

2 hours ago, RoadwayR said:

If the rumors of an Isuzu LCF tandem heading to North America are true, what are the chances that it would be badged as a Chevy as well?

That having been said, I am not sure there would be too much of a market for a truck like that, but if it were offered with the 6HK1-TC or  6UZ1-TCN it might make a good regional tractor or refuse truck.  

It's no rumor, a 6x4 Isuzu F-Series tandem is on the way.

If there is a Chevrolet-badged version, it only puts Ford further behind.

[RoadwayR]

22 hours ago, kscarbel2 said:

It's no rumor, a 6x4 Isuzu F-Series tandem is on the way.

If there is a Chevrolet-badged version, it only puts Ford further behind.

If you think about it, Chevy will soon have a class 4/5 conventional, class 3 through 6 LCF's, and the possibility of a tandem LCF and a class 6/7 conventional in the future.  All through JV's and marketing agreements.  The whole lineup probably cost GM less than Ford spent on the just 650/750.

[kscarbel2]

Chevy 6500XD debuts in LCF market

Rick Weber, Trailer-Body Builders  /  December 7, 2017

Coverage from the recent NTEA Truck Product Conference, a look at the critical details of new and coming-soon equipment from the chassis manufacturers, and what the changes mean for upfitters and truck body builders.

General Motors is expanding its portfolio of Low Cab Forward (LCF) trucks with the 2018 Chevrolet 6500XD, a new dock-height Class 6 model.

Production will start this month at the company’s assembly plant in Charlotte, Michigan, where the other LCF trucks are made. This comes after the 2016 announcement that Chevrolet was returning to the medium-duty truck market and would offer six LCF medium-duty trucks through a GM-Isuzu partnership.

The 6500XD adds extra capability, including:

• Standard equipment includes a 5.2-liter four-cylinder turbodiesel that delivers 520 lb-ft of torque, an Allison 2500 Series 6-speed automatic transmission (with PTO), Dana axles, and a robust straight-rail frame.

• Front and rear axle ratings are 12,000 lbs and 19,000 lbs, respectively. Maximum GVWR is 25,950 lbs—enough capability to haul heavy machinery. (The key to the 6500XD is that because it’s under 26,000 lbs, a commercial driver’s license is not required to operate it.)

• Eight wheelbases are available and bodies up to 30 feet long can be accommodated.

GM’s LCF dealers and Upfitter Integration Group will work hand-in-hand with customers and their upfitters to spec the right truck for the job. After the sale, GM says its dealers will be there to support customers with extended service hours and work-ready loaners.

GM’s Upfitter Integration Group provides technical assistance to upfitters and serves as a liaison between Special Vehicle Manufacturers, end customers and several of GM’s engineering, marketing and service teams. They also maintain a website that includes detailed body builder manuals, technical bulletins and best practice manuals.

This product offensive includes new CNG and LPG propulsion options and an industry-leading 20 diesel-powered cars, crossovers, vans and pickups, all of which are compatible with B20 biodiesel.

GM is also expanding its suite of driver connectivity and fleet management solutions for small businesses and fleet managers. Last March, the company announced that it would add Spireon to its roster of telematics service providers, joining Telogis and GM’s own Commercial Link tool.

On the LCF models, here are the things to consider when upfitting, according to Paul Loewer, medium-duty product manager:

• Diesel emission devices. No-modification zones include the DEF tank, DEF lines, coolant lines, and exhaust aftertreatment. Emission compliance and warranty prohibit any modification to these systems.

• Diesel coolant lines. All Chevy LCF diesel trucks with MY2016 and after emissions use engine coolant heat to meet DEF thaw guidelines. Auxiliary heaters may not draw heat from engine coolant. Energy used for auxiliary heating may increase DEF thaw times beyond acceptable guidelines. Auxiliary heaters must include a self-contained heat source.

• Special bolt placement due to emissions system. Reinforcement block with U-bolt on left-hand chassis rail. Body-mounting bracket on right-hand chassis rail. Traditional U-bolt with wood reinforcement other locations.

• J-hook body mounts. LCF frames are not designed for J-hook mounting. This style of mounting may cause frame deformation and will void the frame warranty.

• Body builder connector. Located at the end of the frame. Packard four-pin weather connector: A, marker lamps; B, hot wire; C, rear dome; and D, ground.

• Dome lamp switch. A factory switch is available for rear body dome lamp application, with 15A fused circuit. Space “C” on rear of frame body builder connector. Three installed options: Port-Installed Option (PIO); dealer-installed; and body company-installed.

• Backup alarm connector. Located near the last crossmember at left-hand frame rail. Two-pin connector: A, ground; and B, BU alarm supply voltage.

Loewer provided the changes for 2018MY 6L LCF gas models:

• Adopt new ABS unit. Current unit was discontinued. Unit, bracket, and brake lines change, and there are minor harness and software changes

• New ECM. Change to ECM/TCM software/calibration. New MAF sensor. Hose routing was changed.

• Add Brake Apply Sensor (BAS). New ECM requires BAS to support OBD requirements. It is wired to the ECM only. The current brake switch will be used to support brake lamp operation and will be wired to the PIM to support GMLAN signals.

• Enhanced Electronic Pedal Override (EEPO). EEPO implemented to meet safety strategy for US market vehicles. GM has implemented EEPO for all North American applications, enabled with the new ECM software. When EEPO is active, the ECM calibration will limit torque output.

• Park brake alarm. Previous model years only had a BRAKE warning lamp. Now, a chime and indicator light will be activated if the parking brake is on and the operator attempts to move the vehicle.

Loewer provided the changes for 2018MY 3L and 2019MY 5.2L diesel models:

• New brake switch location. The location was changed to reduce interference. The 5500HD/XD has a protective cover due to a different brake booster system.

Dan Tigges, product manager for full-size pickups, said a rear camera is standard on all pickups for 2018MY. For the Silverado and Sierra, box deletes and chassis cabs continue to be pre-wired to the rear of the vehicle. For the Colorado and Canyon, they are pre-wired on the left side behind the wheel. The upfitter installs a GM or aftermarket camera. Calibration is required so the truck recognizes a camera is present. Camera installation details are available in Upfitter Integration Bulletin 127.

Colorado and Canyon now have a smart tow feature that enhances the driver’s rearward vision for towing. A center guideline activates when in reverse and the tow haul mode is selected. The image remains momentarily when moving forward to check hitch connection.

The Silverado and Sierra HD now have DPF manual regeneration in addition to the standard regeneration process. It allows the driver to force a stationary regeneration when the DPF requires it. It’s available for fleet customers only and is standard on emergency vehicles with emergency vehicle emissions.

Jonna Hudson, product manager for mid-size trucks and vans, said the 2018 Express/Savana have the following changes:

• Base vehicle was updated with up-level headlamps and new grill treatment.

• Rear-vision camera becomes standard on all models 10,000 lbs and under.

• OnStar is standard on all vans.

• New security bar with side windows on cargo vans.

• New 4.3L V6 base engine, replacing the 4.8L V8.

• Optional side blind zone alert.

• Hill start assist.

Hudson said the 2018 Cutaway has these revisions:

• Electronic Stability Control (Stabilitrak) is being added to all dual rear wheel Cutaways.

• The C7A 10,000-lb GVWR duel rear wheel Cutaway will be made available on the 139 and 159 now that Stabilitrak is standard.

• The rear backup camera kit will be standard on all Cutaways 10,000 lbs and under.

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