Posted: August 1, 2014 by POWER INVERTERS: AC & DC IN CONCERT
Trucking’s junior partners–the medium-duty classes 3 through 7–have seen considerable tweaking for the 2007 model year. Some manufacturers, like Peterbilt and Sterling, have launched entirely new models. Others, like Ford, Kenworth, and Peterbilt again, have introduced new engines. And still others, like Hino, have made few changes, save for a new warranty program.
Whether you’re moving households across the city, bales across the farm or equipment around the oil patch, there’s a medium-duty truck with the spec you need.
Here’s a roundup of what you can expect in the latest mid-range machines.
Ford is offering a new base engine for its class-6 and 7 F-650/F-750 trucks in the form of the direct-injection, 24-valve 5.9L Cummins ISB. It’s an inline-six diesel with eight power ranges, generating up to 275 hp and 660 lb ft of torque.
Other engine offerings include a 32-valve, 6.0L Power Stroke diesel with four power ranges up to 230 hp and 620 lb ft; and a C7 Caterpillar 7.2L I-6 diesel with up to 300 hp and 860 lb ft. Customers can also choose from a 5-, 6- or 7-speed manual or 5- or 6-speed automatic transmissions.
The Fords come in three cab configurations: Regular Cab, a four-door SuperCab, and Crew Cab. There are 38 wheelbase choices, nine different frames, and a wide array of rear axles.
The Ford LCF cabover model is available in classes 4 and 5 in 16,000, 17,950, and 19,500-lb GVWs.
Freightliner’s Business Class trucks, the 16,000-to-64,000 lb GVW M2 106, and the beefier 35,000-to-66,000 lb M2 112, features a chassis that supports a wide variety of bodies and equipment. Both trucks are also available as “V” models, with a front engine PTO and front frame extensions. Freightliner is discontinuing its M2 100 model for 2007.
The utility player of the family, the M2 106 comes with the MBE 900 engine, with ratings available from 170 to 330 hp and up to 1,000 lb ft of torque.
Available as a truck or a tractor with a GVW of up to 66,000 lb with 20,000-lb front axle optional, the M2 112 comes standard with the MBE 4000 engine, an in-line six with ratings available from 350 to 450 hp and up to 1,550 lb ft of torque. Optional are the TufTrac and AirLiner suspensions.
GM goes into 2007 with some big changes to its class 6, 7 and 8 Chev/GMC Kodiak/Topkick trucks, most notably to its Allison transmissions with fourth-generation electronic controls on C6500, C7500 and C8500 models. The transmissions will be phased in for other models during the 2007 model year. Other choices include Eaton Fuller, Spicer, and ZF manuals. Other changes include revised rear cab mounts and Gramag air suspension seat available on all models.
The standard engine in C4500 and C5500 models is the Vortec 8.1L MD gasoline V-8. It delivers 325 hp at 4,000 rpm and 450 lb ft of torque. The diesel Duramax 6.6L V-8 turbo-diesel with 300 hp delivers two torque ratings: 520 lb ft or 605 lb ft–both at 1600 rpm.
C6500, C7500 and C8500 models are powered by one of three engines: a Vortec 8.1L MD (295 hp and 440 lb ft of torque), an Isuzu (200 to 300 hp, 520 to 860 lb ft), or a Caterpillar C7 (207 to 300 hp, 520 to 860 lb ft).
The GMC T-Series tilt-cab trucks feature a range of performance choices–all from the same engine: the Isuzu 6H inline-six diesel (formerly Duramax 7800). It’s available in seven power and torque choices–from 200 hp and 520 lb ft of torque (LQB option), to 300 hp and 860 lb ft (LQF option). Hydraulic disc or air drum brakes are offered on most models, all with four-wheel ABS.
For class 3 through 5 customers, there’s the GMC W-Series with the 5.2L Isuzu 4HK1-TC turbocharged and intercooled diesel that produces 190 hp and 387 lb ft of torque and covers GVW ranges from 12,000 lb to 19,500 lb. An Aisin four-speed automatic or six-speed manual gearbox are offered.Hino
The big news from Hino for 2007 is a new standard five-year powertrain warranty plus three-year roadside assistance for all new trucks. Other than a new coathook, there have been no changes to Hino’s class 4 through 7 line-up.
At the top end of Hino’s roster is the flagship 338, a 33,000-lb GVW truck ideal for things like building materials delivery, general freight, and reefer bodies. It’s available with air suspension and wheelbases from 175 to 271 in. The truck comes equipped with the Hino 260-hp J-Series turbocharged, intercooled 6-cylinder engine mated to a 6-speed Eaton FS6406A manual transmission. A 5-speed Allison 3000 RDS automatic is optional.
In class 6 there’s Hino’s 258 LP, a new 25,500-lb GVW model with available wheelbases from 187 to 253 in. It’s equipped with a 220-hp version of the Hino J-Series engine mated to an Allison 2200 RDS transmission. An Eaton FS5406A 6-speed manual is also available. Brakes come in the form of a hydraulic disc system with ABS. A dealer-installed exhaust brake kit is also available.
Hino’s class 4 165, class 5 185, class 6 268, and class 7 308 round out the truckmaker’s line-up.
Even the little 165 model is well equipped, sporting a 175-horse version of the J-Series engine along with hydraulic disc brakes and ABS. A 5-speed Eaton FS4205. A manual transmission is standard while a 4-speed Aisin automatic is optional. Air conditioning, cruise control, tilt/telescoping wheel, and AM/FM CD player are all standard.
Built with an International VT-365 engine with 230 hp and 540 lb ft of torque and an Allison 1000 Series transmission, the International 4100 is available in GVW ratings from 17,800 to 19,500 lb. The truck comes with four-wheel hydraulic disc brakes by Meritor WABCO, available air ride, and optional crew cab or extended cab.
The 4200, 4300 and 4400 round out the heavier ranges of International’s medium-duty lineup.
The 4200 comes with 12,200-to-23,000-lb rears, an International VT365 capable of 175 hp and 460 lb ft or 230 hp and 620 lb ft, Eaton Fuller manual or Allison automatic transmissions, and hydraulic disc or air brakes.
The 4300 comes with 12,200-to-24,000-lb rears, an International DT466 in two versions–210 hp and 520 lb ft of torque or 255 hp and 660 lb ft–plus a selection of Eaton Fuller manual or Allison automated transmissions, with hydraulic disc or air brakes.
The 4400 offers 13,500-to-26,000-lb rears (single) or 34,000-40,000 lb in tandem form. Engine choices start with the DT466 High Torque with 225 hp and 620 lb ft or 300 hp and 860 lb ft. The available DT570 Standard Torque sports 285 hp and 800 lb ft or 330 hp and 950 lb ft. Again, Eaton Fuller 6, 7, and 10-speed manual transmissions are offered, along with Allison vocational 3000 and 3500 Series automatics. Depending on the model, hydraulic disc or air brakes are available.
Kenworth’s 2006 T300 truck is available in class-6 and 7 configurations as a straight truck or tractor and is popular with the likes of food and beverage distributors. T300s come in front-axle ratings from 8,000 to 14,000 lb, with rears from 19,000 to 40,000 lb. Allison and Eaton Fuller AutoShift transmissions are offered.
Until around the new year, it comes with Cummins ISB and ISC or Caterpillar C7 engines in ratings from 190 to 330 horsepower.
Things change in January 2007 when the only engine choices will be the new Paccar 6.7L PX-6 and the 8.3L PX-8 engines, both made by Cummins. The Cat C7 will no longer be available.
The PX-6, which will be offered in class-6 and 7 configurations, will be available in six ratings ranging from 200 to 325 hp and 520 to 750 lb ft of torque. It has a 2-year warranty with unlimited miles. The PX-8 engine will be offered in seven ratings ranging from 240 to 330 hp and a torque range of 660 to 1,000 lb ft, as well as a 360 horsepower version for emergency vehicles. The engine will be available in the Class 7 configuration and the tandem axle Kenworth T300. The PX-8 engine comes with a 2-year, 250,000-mile warranty. The engine will be available in the class-7 configuration and the tandem-axle T300.
Both these engines are in-line sixes with four valves per cylinder, a high-pressure common-rail fuel system, and a variable geometry turbocharger. They’re compliant with 2007 EPA regulations, of course.
The other big news here is the Kenworth Medium Duty Van Body Program that will offer customers one-stop shopping at participating KW dealerships. T300 class-6 and 7 models will come with a choice of dry-van bodies in five popular lengths– 18, 20, 22, 24 and 26 ft–and options, from two premium manufacturers, Supreme and Morgan. Expedited delivery means standard bodies will be mounted within 21 days from the time the chassis arrives at one of 15 installation locations.
T300 trucks can be ordered with van body and options using Kenworth’s Prospector system at dealers. The T300 and body purchase are included on a single invoice and can be combined with Paccar Financial and Paccar Leasing programs.
Some time later this year or early in 2007 we’ll see a new small cabover, the K360, like the Peterbilt 220 (see below for details), based on the European DAF LF. Paccar owns DAF.Mitsubishi Fuso
The new kid on the medium-duty block, Mitsubishi Fuso presently has 17 Canadian dealers. They’re in B.C., Alberta, Saskatchewan, Ontario, and Quebec, and they sell a surprisingly broad range of Japanese-made cabover trucks from the FE140 at 14,050 lb GVW to the FM330 at 32,900 lb.
Marking the little FE is its dash-mounted shifter and available Aisin 6-speed automatic transmission, along with a fold-down workstation inside. Dual-caliper disc brakes with ABS are standard. The FE is available in three GVW ranges from 14,050 to 17,995 lb. There’s also a crewcab model, and the similar 4-wheel drive FG with all-terrain tires, two-speed (hi/low range) transfer case and a 5-speed Mitsubishi manual transmission. The engine for all FE and FG models is a 4-cylinder Mitsubishi turbo diesel with dual overhead cams. Power is 147 hp with manual gearbox, 175 with automatic, with 347 and 391 lb ft of torque respectively.
The Mitsubishi Fuso FK (20,935 lb GVW) sports a new 243-hp, 6-cylinder turbocharged diesel with 516 lb ft of torque at a low 1400 rpm, standard Allison 1000 5-speed automatic or optional Mitsubishi 6-speed overdrive manual box. Its low-profile tire and wheel combination allows the frame to sit just under 36 in. off the ground, ideal for furniture delivery, roll-back wreckers, auto recovery and the like. Brakes are air-over-hydraulic drum types, as with the FM260 below.
The ‘big’ FM model is available in two models. There’s the FM260 (25,995 lb GVW) with the 243-hp diesel and a choice of standard Allison 2400 5-speed automatic or optional 6-speed overdrive manual transmission. The FM330 (32,900 lb) has that same 243-horse engine with standard direct-drive 5-speed manual or optional 6-speed MD 3060 Allison automatic. And when equipped with Eaton’s 9-speed direct-drive manual gearbox, the FM330’s diesel engine increases to 274 hp and 589 lb ft. It gets full-air drum brakes.
Peterbilt is also offering the new Paccar-branded Cummins engines for its medium-duty lineup as of 2007–the 6.7L PX-6 and the 8.3L PX-8 engines. Cat’s C7 will no longer be offered.
Exclusively for Pete’s Model 330, 335 and 340 trucks, built in Quebec, the new engines are available in the same range of horsepower ratings seen above for Kenworth. The PX-6 will be the standard engine for the 330; the PX-8 standard in the 335 and 340. The PX-6 will also be available for the 335.
The 330 is a class-6 truck available with a GVW up to 26,000 lb and can be equipped with hydraulic brakes and low-profile tires. On the other end of the medium-duty scale, the 340 is available in 33,000-plus lb GVW ratings and is best suited for vocational, municipal and specialty applications.
Also coming in 2007 is a new cabover, the 220, which will appeal primarily to customers in urban areas. It’s a North Americanized version of the DAF LF, which was European Truck of the Year in 2002. It has offered Paccar-branded Cummins engines exclusively in Europe, though in SCR emission-control form, so we presume the same will be true here.
Sterling’s new 360–a low cabover–offers fuel economy, a roomy cab, good maneuverability and visibility. Class 4 and 5 models are now available with class-3 trucks coming in mid-2007.
Developed jointly with Mitsubishi Fuso, the 360 is available with all the necessary configurations for popular body options like dry van, reefer, and stake applications. The key specs and options of the 360 include a 4.9L turbo diesel engine with 175 hp at 2,700 rpm and 391 lb ft of torque at 1,600 rpm.
City drivers will be happy to note the 360’s very tight 35-ft curb-to-curb turning circle.
Sterling’s Acterra class-5 to 8 trucks round out the company’s medium-duty lineup. With GVWR ratings from 18,000 to 64,000 lb and a BBC of 108 in, the Acterra is available with three engine options: the Caterpillar C-7 with 190 to 330 hp; the MBE 900 with 190 to 300 hp; and the Cummins ISC ranging from 225 to 350 hp.
Lighter models in the Sterling L-line also constitute class-7 machinery and come with a Cummins ISC engine option.