PACCAR unveils automated transmission

[kscarbel2]

Neil Abt, Fleet Owner  /  August 22, 2017

New offering completes integrated powertrain for Peterbilt, Kenworth trucks

MOUNT VERNON, WA. PACCAR Inc. unveiled its new automated transmission on Aug. 22, which will be offered in Kenworth and Peterbilt trucks starting in October.

The new 12-speed transmission had been the missing piece “for our customers to complete our integrated powertrain” that includes the MX-13 and MX-11 engines, as well as PACCAR front and rear axles, said Landon Sproull, PACCAR’s vice president for powertrain. 

Sproull spoke during a press conference and ride-and-drive event at the PACCAR Technical Center that included executives from Kenworth and Peterbilt, PACCAR's two North American truck manufacturing divisions.

The executives said the automated transmission is designed for line-haul applications up to 110,000 lbs. gross vehicle weight. It is available for engine ratings up to 510 HP and 1,850 lb.-ft. of torque.

They said it the lightest heavy-duty transmission for on-highway commercial vehicles at 657 lbs., which will further spark the transition to automated transmissions, already accounting for about 70% of Peterbilt and Kenworth on-highway orders.

This new integrated powertrain will be “the new for normal for line-haul customers,” with orders projected to reach 90% by 2020, said Mike Dozier, general manager of Kenworth Truck Co.

Kyle Quinn, general manager of Peterbilt Motors Co., said customers will benefit from the almost 400 lbs. of total powertrain weight savings, offering higher fuel economy along with greater reliability.

The continued popularity of automated transmissions was recently noted by truckload carrier Schneider, which announced it had passed the halfway mark in its fleet-wide implementation of automated transmissions.

The PACCAR transmission was built from the ground-up as an automated, rather than a converted manual transmission as many competitors have done, the executives said.

It was designed in close conjunction with Eaton Corp. over a three-year development period. It will be manufactured at a plant in Mexico. 

A new column-mounted shifter provides gear selection and engine brake controls at the driver’s fingertips, which the companies said helps improve driver performance and satisfaction.

Another feature is a 750,000-mile oil change interval that PACCAR said it the longest available for line-haul applications.

The transmission comes with a five-year, 750,000-mile warranty. It has already been tested for about 2 million miles.

The ride-and-drive allowed journalists to test out features such as “urged to move” and “creep” modes, as well as easier driving in reverse.

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[kscarbel2]

Paccar Unveils Automated Transmission for Medium-, Heavy-Duty Models

Jack Roberts and Jim Park, Heavy Duty Trucking  /  August 22, 2017

Paccar introduced the new Paccar Automated Transmission, giving it a complete proprietary and integrated powertrain. Developed with Eaton, it's designed from the ground up as an automated transmission and the company says it is the lightest heavy-duty transmission on the market for several of its medium- and heavy-duty models.

Kenworth and Peterbilt will begin offering the new automated transmission to North American customers in October. Peterbilt will offer the transmission with its Models 579 and 567. It will be paired with the MX-13 engine at first, and will be available with the MX-11 engine in early 2018. The Model 567 can be ordered as a Class 6 straight truck.

The 12-speed, twin countershaft design completes Paccar’s goal of a fully integrated proprietary powertrain. Landon Sproull, Paccar vice president, said the all-new, clean-sheet design is optimized for Paccar MX diesel engines.

“The Paccar Automated Transmission is engineered to work seamlessly with Paccar MX engines and Paccar axles and provide industry-leading performance,” he said. “Together, Paccar Powertrain components deliver superior fuel economy, uptime, and driver satisfaction — top priorities for our customers.”

The Paccar Automated Transmission is designed for line-haul applications up to 110,000 lbs. GVW. It is available for engine ratings up to 510 hp and 1,850 lb.-ft. of torque and features tightly integrated electronic communications with the Paccar MX engine.

Company officials said the transmission offers the best overall gear ratio coverage available, providing excellent low-speed maneuverability, and that the transmission is up to 105 lbs. lighter than comparable transmissions.

A new column-mounted shifter puts gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance.

Kyle Quinn, general manager at Peterbilt, noted that altogether, the Paccar integrated powertrain offers customers 399 lbs. of total vehicle weight savings and 7% total fuel economy savings. The transmission can be spec'd with the Predictive Cruise Control option for maximum fuel efficiency.

Mike Dozier, Kenworth general manager, said the Paccar Automated Transmission will be the standard spec for the T680 Advantage fuel economy-optimized tractor. Already, he noted, 70% of all new Kenworth and Peterbilt trucks are going out the factory door with automated transmissions.

Sproull said Paccar is extremely confident in the design, which has a B10 Life of 1.2 million miles. It has a 750,000-mile oil change interval, which the company says is the longest available for line-haul applications.

A differentiated fluid pressure detection system protects the gears and shafts from low fluid conditions. The cooler-less precision lubrication system has an on-demand function that gets lube oil where it's needed without wasting energy pumping it everywhere else too. The fluid capacity of the system is 60 pints.

Gone from the dashboard is the transmission oil temperature gauge. It's been replaced by a fluid pressure sensor that monitors lubricant level and pressure. If it senses a reduction in oil pressure, it will switch into limp-home mode to prevent internal damage. A pop-up message alerts drivers to the low-pressure condition and urges them to pull over as soon as it's safe to do so.

Other features include a maintenance-free clutch and an internally routed electrical system to maximize durability.

The control module is mounted on the top of the transmission case, and has been designed with an internal encapsulated wiring harness and internal sensors to reduce the possibility of moisture ingress to protect the on-board electronics.

The shift actuators are electrically controlled and pneumatically driven, unlike the motor-driven actuators on many automated manual transmissions.

There’s also a clutch protection system that monitors the temperature of the clutch. In high slippage situations, the driver may see a yellow or red pop-up warning advising of a high-temperature condition. The driver would be advised to cease the current activity and allow the clutch plate to cool. This condition is unlikely to arise under normal conditions, but if the driver was slipping the clutch (in creep mode, for example), friction could cause the surface of the clutch plates to get quite hot. The warning will alert the driver before damage occurs.

Based on their confidence in this system, Paccar is offering a “no burn-up” guarantee. “As long as the driver takes appropriate steps to prevent further damage, we will cover any potential burn-up that may result,” said Kenworth Marketing Director Kurt Swihart in a preview last month for some of the trucking press. “That’s an industry first.”

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[kscarbel2]

 

[kscarbel2]

Driving Kenworth, Peterbilt trucks with new Paccar transmission

Truck News  /  August 24, 2017

The new Paccar automated transmission completes its powertrain puzzle

MT. VERNON, Wash. – There’s nothing quite like driving a truck with a completely dialed in powertrain, each component communicating fluently with the others as one cohesive system.

And that’s exactly what Paccar has gone to great lengths to achieve through the design of its own transmission, to complete the integration puzzle that until now lacked one of the most critical components. The manufacturer launched its own MX-series engine in 2010 and a 40,000-lb tandem drive axle last year. But the transmission is a vital piece of the powertrain, which until now, has been sourced from Eaton, and maybe not optimally designed from the ground up to work specifically with the Paccar MX engines and axle.

That now has changed. Paccar Powertrain on Aug. 22 took the wraps off its new automated transmission, three years in the making and designed in close collaboration with Eaton engineers, some of whom were embedded at the Paccar Technical Center here, where much of the development took place.

This is not an automated manual transmission (AMT), Paccar officials emphasized. Unlike AMTs, which are typically built upon a manual gearbox foundation with electronics installed to automate the shifting, the Paccar transmission was built from a clean sheet design, to function as a purely automated transmission right from the start.

“This was never intended to be a manual transmission and that is significant and key in explaining many of its features,” explained Carl Hergart, director, advanced technology at the Paccar Technical Center.

One thing the clean sheet design allowed, was for the reduction of weight. Hergart said the Paccar transmission weighs 657 lbs, making it up to 105 lbs lighter than comparable automated transmissions and about 200 lbs lighter than the Eaton UltraShift Plus AMT. It’s a 12-speed design, with the widest gear ratio coverage in the linehaul market, Hergart added, for excellent performance at cruise speed and also low-speed maneuverability.

No oil cooler is required, and the oil drain interval has been stretched out to 750,000 miles. When a lubrication change is required, only 16 pints of fluid are required – nearly half that required by AMTs, Hergart said.

Working with Eaton, Paccar was able to adopt some of the best features from its existing products, such as a precision lubrication system that was first launched in the Fuller Advantage Series AMT, and neutral coast, which maximizes fuel economy on hilly terrain by coasting down certain downhill grades. The Paccar transmission also employs hill start aid, which prevents rollback (or forward) on hills when the brake pedal is released.

Other features carried over include urge to move, which allows the truck to crawl forward when the brake is release – just like a passenger car – and creep mode, which allows for smooth, controlled low-speed backing and crawling maneuvers. But other elements of the transmission are completely new, including the control stalk, which is mounted to the steering column and integrates with the engine brake controls. This is an intuitive, well designed control, and sturdy, too.

I got to drive two trucks equipped with the new Paccar transmission along the rolling hills between the Paccar Technical Center in Mt. Vernon, Wash., and Bellingham, about 28 miles to the north. I drove a Kenworth T680 with 76-inch sleeper and a Peterbilt 579 with 72-inch bunk. The powertrains were nearly identically spec’d: MX-13 engines rated at 455 hp and 1,650 lb.-ft. of torque, the new 12-speed Paccar automated transmission, and Paccar 40K rear tandem axles. The only difference was the rear axle ratio: 2.64 in the Kenworth for slightly lower cruising rpms, and 2.79 in the Pete.

What I noticed on the drive was how well this transmission has been dialed in with the engine, and even active driver assistance systems such as Bendix Wingman Fusion and its adaptive cruise control. At 60 mph, I set the trucks in cruise and enjoyed the ride. The truck maintained a safe following distance, activating the engine and foundation brakes as required, all while keeping me within a couple mph of the set cruise speed. This was a nice way to drive, once I came to trust the system, which didn’t take long despite some steep grades.

I was particularly impressed with the Wingman Fusion’s ability to determine the speed at which vehicles that crossed into my space were traveling, avoiding unnecessary braking when those cars were quick to accelerate out of my space.

The transmission itself was easy to use. The control stalk is the feature drivers will interact with the most, and it’s very logically designed. A small lever on the end of the stalk can be set to the desired gear. The stalk also serves as the engine brake: pull it down to select your desired stage – first, second, third, or max engine braking. Work the stalk like a paddle shifter for manual gear changes.

This is a nice way to handle traffic jams. With urge to move, the truck will creep forward when the brakes are released and you can adjust your speed by manually working through the four lowest gears.

Predictive cruise is a nice feature that offers fuel savings by continuously referencing GPS maps of the upcoming terrain, and making minor adjustments to the truck’s speed to best take advantage of the vehicle’s momentum. This can reduce the number of gear changes made by as much as 20%. It will also allow the truck to coast down certain grades to reduce fuel consumption, but won’t allow it to exceed the set cruise speed by any egregious amount. A small yellow wedge appears on the cruise icon to indicate when this feature is at work. It’s very subtle, but can contribute up to a 1% fuel economy improvement.

I was pulling a 53-ft. van trailer behind both trucks, loaded to a gross weight of about 77,000 lbs. The transmission handled the job beautifully. Quick, precise shifting, skipping gears with ease. The transmission itself was a nice piece of equipment, but where it really shines, Paccar Powertrain officials said, is in how it’s integrated with the rest of the powertrain.

“It’s not about offering an individual component that’s optimized, it’s about offering a system that’s optimized,” explained Patrick Dean, chief engineer, Kenworth. “That’s what this transmission development has allowed us to do.”

The MX-13 engine’s available power rating has been upped this year to 510 hp and 1,850 lb.-ft., a rating the Paccar transmission is approved to handle. Engine enhancements – including new variable speed coolant and oil pumps, and changes to the combustion and air handling processes – have yielded a 4% fuel economy improvement.

The new Paccar 40K rear tandem axle contributes another 1% improvement, thanks mostly to reduced parasitic losses resulting from a pinion throughshaft design that eliminated some gearing and reduced energy losses. Laser-welded components reduced the need for bolts, trimming weight, and also reducing oil churn-related losses. The new transmission is available for order in Kenworth and Peterbilt trucks beginning this October.

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[kscarbel2]

Peterbilt Pairs Column-Mounted Shifter with Paccar Automated Transmission

Heavy Duty Trucking  /  August 23, 2017

Peterbilt says its ergonomically designed column-mounted shifter will be standard equipment on Model 579 and 567 trucks equipped with the new Paccar Automated Transmission.

The column-mounted shifter will also be standard equipment on trucks equipped with the Eaton Advantage and Ultra Shift AMTs. The column-mounted shifter will be available on Model 579 and 567s ordered with automated transmissions beginning in Oct. 2017.

The new shifter, located on the right-hand side of the steering column, features a multi-mode design that allows for control of all transmission and engine brake functions, including gear selection, engine brake mode, and manual shifting.

The column-mounted shifter was designed to place controls in a more convenient location, to minimize distractions and allow for increased focus on the road. With the implementation of a column-mounted lever, a new design pinch valve located on the dash replaced the traditional lever for trailer brake activation, enhancing control during coupling and uncoupling maneuvers.

“The column-mounted shifter was designed based on in-depth studies of driver behavior and ergonomics,” said Scott Newhouse, Peterbilt chief engineer. “This new design also allowed us to improve on the usability of our dash by eliminating engine brake control switches.”

The new 12-speed automated transmission from Paccar is the latest addition to the proprietary Paccar Powertrain, designed for efficiency, drivability, and durability for Peterbilt on-highway models. The transmission was purpose-developed as an automated transmission for heavy-duty linehaul applications.

The Paccar Automated Transmission is available for order immediately on MX-13 equipped Model 579 and 567s scheduled for production after Oct. 16, 2017. Availability of the Paccar Transmission with the smaller Paccar MX-11 engine is scheduled for early 2018.

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[HeavyGunner]

Can we get a truck to look and function anymore like a minivan so everyone thinks they can drive one? I know it been hashed out before but man am I sick of companies pushing for these autos in trucks. If ya ain't got the brains to shift one maybe you shouldn't drive one. I know there are many skilled drivers who like not having to shift but I truly believe big outfits are pushing for autos so they can throw the greenest person they can find with a pulse behind the wheel and then people wonder why the politicians crack down on truckers with over regulation. 

[kscarbel2]

PACCAR Introduces 12-Speed Automated Transmission

Kenworth Truck Co.  /  August 23, 2017

BELLEVUE, Wash. - PACCAR is introducing the new PACCAR Automated Transmission, the lightest heavy-duty transmission for on-highway commercial vehicles. The PACCAR transmission is designed to complement the superior performance of PACCAR MX engines and PACCAR axles. Kenworth and Peterbilt will begin offering the PACCAR Automated Transmission to North American customers in October 2017.

“The PACCAR Automated Transmission is engineered to work seamlessly with PACCAR MX engines and PACCAR axles and provide industry-leading performance,” said Landon Sproull, PACCAR vice president. “Together, PACCAR Powertrain components deliver superior fuel economy, uptime, and driver satisfaction —top priorities for our customers.”

The PACCAR Automated Transmission is designed for line-haul applications up to 110,000 lbs. Gross Vehicle Weight. It is available for engine ratings up to 510 HP and 1,850 lb.-ft. of torque and features tightly integrated electronic communications with the PACCAR MX engine.

The PACCAR Automated Transmission offers the best overall gear ratio coverage available providing excellent low-speed maneuverability and the transmission is up to 105 lbs. lighter than comparable transmissions, savings that customers can use to haul more payload. The 750,000-mile oil change interval is the longest available for line-haul applications, which reduces maintenance costs and increases uptime.

The transmission includes a differentiated fluid pressure detection system that protects the gears and shafts from low fluid conditions and allows PACCAR to offer industry-leading warranty coverage. Other features include a maintenance-free clutch and an internally routed electrical system to maximize durability. PACCAR’s new column-mounted shifter puts gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance.

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[BillyT]

Heavy Gunner,you took the thoughts right out of my head! None of the drivers I have run with in my decades of driving would be seen in an automatic truck! Every competent driver I met would be embarrassed if he "missed" a gear! Every experienced driver I know knows all of the tricks many big carriers use to exploit their drivers the " double dispatch" to make sure at least one of their increasingly incompetent drivers picks up an important account on time! Loading by wage rate so the lowest paid drivers are locked into the longest load!= reverse seniority! Statistically only about 3 percent of new drivers can drive a stick shift,so these are the target audience for hiring by many large carriers.Most of these potential drivers haven't a clue how a roadranger tranny works so it is difficult to train them in its operation,most couldn't tell you the difference between a diesel and a gas engine! This lack of general knowledge is a plus that makes them "ripe" for exploitation! Another factor is that a "semi competent" driver is going to be hard on drivelines and engines with his rough shifts and overheating engines due to lugging! With an automatic much of this abuse is eliminated! Most of the refuse industry has gone to automatics for legitimate reasons,continuous stop and go routing, which destroys drivelines and driver retention.Most of these drivers are competent! You wouldn't last long with a high heavy load in a long straight job if you weren't!

[BC Mack]

In ALL industries there is a serious effort to remove "skill" by automation.... many complain but as a business owner there are reasons for this... car mechanics are now parts changers, new airline pilots flying Airbus products wouldn't know how to start a DC-3 let alone taxi it out to the runway and take-off, the guys who built trucks of old are now just assemblers... was it Henry Ford who caused it with his Model T production line or would someone else have done it anyway???

most of the apprentices I now get can't "listen" to a diesel engine nor can they fix one without a laptop in one hand and a smartphone in the other... an evolution it may be, created by those that want or need "progress" regardless, but it put a man on the moon and it is certainly making my day a lot less of a tiresome struggle..

your mileage may vary

BC Mack

[kscarbel2]

PACCAR Automated Transmission Now Available For Kenworth T680 in Linehaul, Regional Haul

Kenworth Truck Co.  /  October 2, 2017

KIRKLAND, Washington - The new PACCAR Automated Transmission is now available for order in the Kenworth on-highway flagship T680 in linehaul and regional haul applications. The 12-speed transmission was designed from the ground up, and is paired with the PACCAR MX-13 engine and PACCAR axles to maximize PACCAR powertrain efficiency and driveability.

Automated transmissions have become the norm in on-highway applications, noted Kurt Swihart, Kenworth marketing director. “About 30 percent of our linehaul customers purchased automated transmissions in 2013, and that’s now up to 70 percent,” Swihart said. “The proprietary PACCAR Transmission – seamlessly integrated with the PACCAR MX-13 engine and PACCAR tandem rear axles in the Kenworth T680 – will benefit fleets and truck operators by providing a powertrain second to none, and new efficiencies in fuel economy and weight savings. Response has been overwhelmingly positive from select fleets involved in early testing and verification of the transmission.”

The new transmission is designed for linehaul and regional haul applications up to 110,000 lbs. gross vehicle weight, and PACCAR MX-13 engine ratings up to 510 hp and 1,850 lb.-ft. of torque. The PACCAR Transmission is up to 105 lbs. lighter than comparable transmissions, allowing for greater payloads. The transmission offers the best overall gear ratio coverage available, which results in excellent low-speed maneuverability.

“In addition to performance advantages, the new PACCAR Transmission features extended maintenance as well,” said Swihart. “The 750,000-mile oil change interval is the longest available for linehaul applications. The clutch is maintenance-free and an internally routed electrical system minimizes exposure to the elements. The fluid pressure detection system – that protects the gears from low fluid conditions – allows Kenworth to offer industry-leading warranty coverage.”

The PACCAR Transmission is paired with Kenworth’s new column-mounted shifter, putting gear selection and engine brake controls at the driver’s fingertips for better ergonomics and improved performance.  “There’s no reaching – the shifter is right there on the steering wheel column,” said Swihart. “This also frees up space on the dash by eliminating engine brake control switches.”

[41180]

Made in Mexico.  

[Dirtymilkman]

Isn't it funny that in the 90's a competitor salesman told me how Mack was a joke because of their integrated drivetrain. It's so much better to be able to order any transmission you want and motor and axles. Now everybody is racing towards it. 

[james j neiweem]

Probably a DAF design?

[fjh]

There are many factors at work here ! However as usual it comes down to the MONEY ! Mack KW Volvo Freightliner  Don't mater  ! an in house part is a captive part BEND over boys you gona PAY! They will offer you a extreme Warranty but what they avoid telling you that the clutch and associated parts are  wear item s and your on the hook for them Oh by the way any wear on the fly wheel is unacceptable it will have to be replaced! the clutch actuator is worn we will need to replace that as well and the price for those will be over  5000 across the counter pricing not including labor and re calibration and computer time . yup and your Right they have created yet more  drivers that don't have a clue cause they don't need too  have any skill !  Don.t need to know how to stop got ABS , don,t need to check brakes Got auto Slacks ,Don't need to know how to shift got auto trans!

Steering is Next on the list and there working on it Boys! Won.t need to steer  Got GPS for that !   Oh Wait Don't Have a job I.m not needed!

Something else to think about!

[fxfymn]

Automated trucks cannot have a manual transmission, so every builder will have to offer an automatic to be part of that market.

It seems that the builders are realizing it is not smart to be dependent on another vendor for crucial parts that are in essence sole sourced and that vertical integration is indeed the way to go.

[kscarbel2]

 

[BillyT]

How long is Paccars warranty? Probably not 750000lol

[kscarbel2]

8 hours ago, BillyT said:

How long is Paccars warranty? Probably not 750,000  lol

Oh contraire Pierre (Billy)

WARRANTY COVERAGE

Transmission              5 years / 750,000 Miles

Clutch                          3 years / 350,000 Miles

Paccar Transmissions Brochure - https://paccarpowertrain.com/media/2703/paccar_2017_brochure_r7_digital.pdf

[kscarbel2]