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Wondering where the Kodiak replacement will come from?

Yahoo Message Number: 3423
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See material in bold  (if formatting sticks) and you will see that Hino will be getting in to the MH field by supplying a replacement for the Kodiak.  It will have 260 hp and 660 lbs ft of torque.  I have a feeling we may see one or two more announced in the next year as well.  It would be nice to see a Class 6 being used. McCormick Motors in Nappanee supplied a lot of the Kodiaks to the manufacturers and it has been a Hino dealer since June when GM announced it was closing the MDT line.  We noticed a lot of Hinos during our recent trip to Au/NZ.   I've been in touch with a VP at McCormick (we spent a couple of days there last April having the whine fixed - they replaced the ring and pinion in the rear diff) who I got to know.   It is likely we will have a technical presentation on the Hino at the rally in July. Ron and I exchanged some emails this evening and I think we can also get a suspension presentation from Mor/Ryde as it does a lot of work on Class C units  (it provides the drive line for Jayco after they stretch the wheelbase and frame rails) and a variety of trucks.  In April Mor/Ryde replaced two U joints in my Kodiak Greyhawk and balanced the drive shaft.   Top these off with a few factory tours (Jayco, Gulfstream, Four WInds......) and I think we have the making of a real good program.  DW and I are in agreement that we will try to get there a day early and stay a day or so after so we can take a 100 mile drive to visit the Fair Oak Farm   http://www.fofarms.com/This youtube video on Fair Oak amazed Bev and I and we feel we have to see it.    http://www.youtube.com/watch?v=JJRy82i8e5Q    Be sure to scroll all the way down so you don't miss any gems in the newsletter below.  :)Don Sample photo  of one of their new models   http://www.fleetequipmentmag.com/Products/67267/hino_previews_my_2011_prototypes.aspx
Print 12/1/2009 Class 3-5 Update: Model Year Mash-up By Tom Berg, Senior Editor Look for altered model years from many builders after Jan. 1 as they prepare to begin installing EPA 2010-legal diesels in their commercial trucks at various points next year. This means the current 2010 model year will end six to 15 months after it began, depending on builders' plans on how to title the newly equipped trucks. The new diesels will be significantly more expensive, and some makers say customers are pre-buying current vehicles to beat the price hikes.
Upcharges for the 2010-legal diesels in light- and medium-duty trucks will range from about $4,000 to $7,500 per truck, according to builders who have announced them. Some haven't, partly because they are delaying introduction of trucks with the new engines, which in turn is because of dismal sales - off 40 to 60 percent from last year, depending on vehicle class. Sales will come back as the economy does, and then a lot of pent-up demand will cause gradually increasing orders through 2012 and beyond, truck manufacturers believe.
Meanwhile, starting in January, diesels for most trucks, including Classes 3, 4 and 5, will meet new EPA emissions limits with selective catalytic reduction, or SCR, which injects a urea fluid into the exhaust stream to break down nitrogen oxide into harmless nitrogen and water. An exception is Navistar International, which is going with an in-cylinder solution it calls advanced exhaust-gas recirculation, or A-EGR.
Levels of NOx emitted by 2010 diesels will be 83 percent less than current 2007-legal diesels, except for builders who've earned credits and can sell diesels that can emit slightly higher amounts of NOx than the new standard otherwise allows.
Gassers still available
Another exception is gasoline power. Chrysler, Ford and General Motors will continue to offer gasoline V-8s in most of their commercial models. Ford has announced an entirely new 6.2-liter gasoline V-8 for its F-SuperDuty trucks. It will complement its previously described 6.7-liter Power Stroke V-8 diesel. Ford also says it is installing hardened valves and other parts to allow safe conversion to propane or natural gas fuel.
General Motors and the Dodge division of Chrysler have upgraded their existing gasoline V-8s with variable valve timing, cylinder deactivation and other advances to make them more powerful and economical. GM and Ford will mate those engines with 6-speed automatics to further enhance efficiency and responsiveness.
Although some commercial buyers chose gasoline engines during the height of $4- and $5-per gallon fuel in 2007-08, reasonable fuel prices since then have swung the advantage back to diesel for serious operators, at least those who put moderate to high annual miles on their trucks. Import brands never did dally with gasoline power because diesels are all they have for trucks, and they figured that diesels would again be favored after the madness ended. Hefty upcharges for EPA '10 diesels, though, might give gasoline another boost, and high fuel prices could come back.
EPA 2010 diesels = 2011-model trucks
All builders have accumulated stocks of unsold trucks that will be around for a while, and this affects each manufacturer's plans for building trucks with '10-legal diesels after Jan. 1. Most builders will title their EPA-'10-powered trucks as 2011 models. Some will begin that model year early, as soon as January and February in two cases. Others will delay fielding EPA-'10-powered trucks for months into calendar year 2010, extending their current 2010 model years accordingly.
In other words, most trucks getting 2010-legal diesels will be 2011s, and most trucks still getting EPA-'07-spec diesels will remain 2010s.
Historically, Japanese builders have been the most aggressive in pulling ahead model years, usually starting them in January of the previous calendar year, which is entirely legal under U.S. federal law. For the 2011 model year, Hino will change over in February. But Fuso will begin its '11 model year in the spring, Isuzu will wait until next summer, and Nissan Diesel America will delay its 2011 model year until next fall. In the meantime, all will continue selling '10-model trucks with EPA-'07 diesels.
Among the domestics, Chrysler and Ford will begin selling '11 models with '10-legal diesels in spring, and at that time will start titling them as '11s. General Motors, which is still in the commercial market with various Class 1, 2 and 3 models, will begin installing '10-legal diesels in some Class 2 and 3 trucks in late spring. These will initially be titled as 2010s, then become 2011s after the traditional summer plant shutdowns for vacations and product alterations.
Between now and then, GM will go through a "dark period" for diesels as supplies of the current Duramax V-8 run out and the upgraded '10-legal Duramax goes into production in spring. No diesel-powered trucks will be built from February until late May. Then the new Duramax begins going in '10-model heavy pickups and cab-chassis models. Orders closed in September for diesel-powered G-vans, but availability will resume with production of the new Duramax.
GM's killing of its medium-duty business last summer followed unsuccessful attempts to sell its line of Class 4 through 7 and baby 8 conventionals and tiltcabs. A proposed deal with Navistar International fell through the previous summer when details couldn't be agreed on and a shrinking market made the deal financially unfeasible for Navistar. GM's announcement that mediums would be discontinued came rather abruptly, in the midst of its bankruptcy. Some dedicated truck people within GM are not happy about it.
GM withdrawal hurts Isuzu The GM withdrawal had serious effects on its partner, Isuzu Commercial Truck, for whom GM assembled a gasoline-powered Class 3 NPR and several Class 6 and 7 F models. The Fs and their GMC and Chevy T-series clones were built in Flint, Mich., using GM frames and various domestic components with Isuzu's 6H diesel and an Isuzu cab. The NPR Gas was made in Janesville, Wis., until April; it used a GM Vortec 6000 V-8 with a Hydra-matic transmission on a domestic frame with a cab from Japan.
The NPR Gas and diesel-powered Class 3 and 4 NPRs from Japan were also sold as Chevy and GMC W-series trucks. Isuzu says it's negotiating with GM to resume making the gasoline version of the NPR at another plant, and it's weighing its options on where to source the heavier F models. They could come from Japan or Isuzu could establish another domestic source.
What about service for Chevy and GMC W and T-series trucks? GM's commercial-truck dealers will keep their franchises and continue selling leftover trucks and servicing existing ones until October 2010, though many will phase out between now and then. An expanded network of Isuzu dealers will then take over; the network will grow from 225 now to between 325 and 350 by late next year, Isuzu says. Some GM W and T dealers might become Isuzu dealers, and some already are.
Another LCF casualty
Another recent low-cab-forward casualty was the International CityStar LC 500 and 600, which are Class 3 and 4 models that, under the Ford-Navistar Blue Diamond joint venture, are clones to the Ford LCF. Navistar and Ford agreed to drop them because low sales volume wouldn't support upgrading its MaxxForce 5 V-6 diesel to meet 'EPA-10 requirements. The CityStar-LCF was the only application for the V-6, and it might or might not return later. Slow sales also caused Navistar to withdraw its Class 5 DuraStar 4100 conventional, so the lightest Internationals are now Class 6 models.
Likewise gone with the shutdown last March of Sterling Truck is the Class 4 model 360 LCF, which was supplied by Fuso, a sister company. Also dropped were the Class 4 and 5 Bullet conventionals, which were rebadged and slightly restyled Dodge Ram 4500 and 5500 chassis-cab trucks from Chrysler. And after Daimler AG's partial ownership of Chrysler dissolved in the latter's bankruptcy, Daimler in late summer announced it would stop supplying Mercedes-made Sprinter vans to Dodge. Class 3 and 4 Sprinters will continue to be sold by some Freightliner dealers, and soon by a re-established network of Mercedes-Benz truck dealers.
Sterling-Western Star offices near Detroit remain open to administer sales of Sterling trucks still on dealers' lots, and to oversee dealers' continued service and parts support of existing Sterlings for 10 more years. It's likely that those offices in Redford, Mich., will be phased out and people transferred elsewhere. Last year Daimler asked a group of Mitsubishi Fuso managers to move from their headquarters in New Jersey to Michigan, but they declined and now are happy they did. Fuso still sells low-cab-forward trucks in this segment, and sister company Freightliner offers a Business Class M2-106 conventional.
Although sales by Hino Trucks are down like everyone else's, the company will start its 2011 model year in February, which is close to normal. American-built '11-model Class 6s and 7s will have an SCR 6-cylinder diesel and new front-end styling. But Hino will soon discontinue its Class 4 and 5 conventionals, because their older-series (but '07-compliant) 4-cylinder diesels would be too costly to equip and certify for 2010 emissions limits; stocks of current 2010-model trucks will last well into the new year. Replacing them later will be Class 4 and 5 low-cab-forward models that will be more modern than the LCFs sold here before Hino switched to conventionals. They'll get an updated 4-cylinder diesel with SCR.
At the other end of the weight spectrum will be a new baby 8 tandem-axle model that will have a high-power, high-torque version of Hino's '10-legal, 6-cylinder JO5E-TF turbocharged and aftercooled diesel, the engine to be used in '11-model midrange trucks. The tandem and the new Class 4 and 5 LCFs are due out in summer 2011 and will be 2012 models. Hybrid powertrains are also coming. There'll be Class 4 and 5 diesel-electric hybrid trucks in 2011 for MY 2012 and a Class 6 hybrid in 2012 for MY '13. All will be LCFs imported from Japan.
Meanwhile, Hino and Fontaine Modification Co. have signed an agreement that will see Fontaine open an upfit center across the street from Hino's assembly plant in Williamstown, W.Va. Modifications to Hino trucks, including a truck-to-tractor conversion and dual-steer apparatus for trash pick up, will be moved to the West Virginia facility from Springfield, Ohio. Fontaine will also do cab extensions and cab cutting for fire-rescue trucks, shuttle buses and motor homes, as well as custom painting.
At NTEA conference
All truck manufacturers have designed exhaust configurations that will accommodate all conceivable types of bodies, and most builders showed them to upfitters at the National Truck Equipment Association's annual Product Conference, held Sept. 15-16 in Dearborn, Mich. The exhaust systems package SCR chambers and diesel particulate filters in under-cab modules or string them along the underside of the frame. Except for rerouting of tailpipes, factory certified exhausts cannot be legally altered, so upfitters and truck buyers must be sure that a system will work for its intended application and the body the truck will carry.
Dodge
Dodge is going through its entire Ram range of commercial trucks with redesigns of 2010 Heavy Duty pickups, just shown off to and driven by the press last month, and its 3500, 4500 and 5500 Chassis-Cab models, due out early next spring. The heavier chassis-cab trucks will use the same bold, front-end styling that originated with the '09 Ram 1500 and will get a 2010-legal Cummins Turbo Diesel with selective catalytic reduction, while the HD pickups continue to use a Cummins with an already 2010-legal NOx adsorber. Dodge executives consider the new chassis-cabs significant enough to call them 2011 models. The demise of Sterling means Chrysler no longer supplies Ram 4500 and 5500 chassis-cabs for badging as Bullets, and Daimler no longer supplies Mercedes-made Sprinter vans for sale as Dodges. Stocks of both can still be found at dealers.
Ford
2010-model F-SuperDuty conventionals finish out the model year with Navistar-built Power Stroke V-8 diesels, plus Triton V-8 and V-10 gasoline engines. 2011-model SuperDuties, due in April, will get fresh interiors plus the new Ford 6.7-liter V-8 diesel and a 6.2-liter gasoline V-8 that will replace the 6.8 V-10. Both new engines mate to a new TorqShift 6-speed automatic, designated 6R140; the smaller 5.4 V-8 continues with a 5-speed TorqShift. Class 3 to 5 F-SuperDuty trucks include F-350 and 450 pickups and F-350, 450 and 550 cab-chassis models. The new 6.7 diesel will not go in Ford's E-series cargo vans and cutaways, so termination of the Navistar diesels means the E's will be gasoline-only. Ford's LCF low-cabover (aka International CityStar) has been dropped for now because its V-6 diesel won't be upgraded to EPA-'10 specs.
Freightliner
After the cancellation of Sterling Truck, Daimler Trucks North America's only conventional in this segment is a Class 5 version of the Freightliner M2-106 rated at 19,000 pounds. As part of a reshuffling of engine offerings for 2010, the Mercedes-Benz MBE 900 has been dropped and this M2 now comes only with a Cummins ISB. Sometime after the first of the year the ISB will be equipped with SCR gear to meet 2010 emissions and the M2 will become a 2011 model. To meet concerns of body upfitters, Freightliner engineers have devised probably the most exhaust configurations of any manufacturer; vertical, horizontal and below-cab designs and combinations keep bulky new SCR dosing chambers and diesel particulate filters out of the way, especially for dump, utility and beverage bodies.
Fuso
Fuso, owned by Daimler AG, continues its coverage of this segment with four 2010-model low-cab-forward trucks: FE125, rated at 12,500 pounds; FG1400 4x4, 14,000 pounds; FE145, 14,500 pounds; and FE180, at 17,995 pounds. All use Mitsubishi's 4.9-liter, 185-horsepower dual overhead cam 4M50 diesel. An Aisin 6-speed automatic transmission is standard in all three models, and a Mitsubishi 6-speed manual is optional in the FE180. The FG1400 is the only LCF 4x4 in the market. Fuso says its '11 MY will begin in spring and its diesels will use SCR to meet EPA 2010 regulations. Its operations are managed out of Logan Township, N.J. Though Daimler has discontinued the Sterling brand, some dealers might still have leftover 360s (based on the Fuso FE) and Class 4 and 5 Bullets (restyled and rebadged Dodge Ram HDs) and many will service existing Sterling trucks for 10 more years.
General Motors
GM's 2010 models, including Chevrolet and GMC 2500HD and 3500HD pickups and 3500HD cab-chassis, will continue on the traditional model-year cycle, until the summer plant shutdowns, after which 2011 models will begin production. C4500 and heavier trucks are still in stock since the shutdown of medium-duty product line last summer, and will be available through GM commercial dealers as late as October of next year. So will W- and T- series LCFs, which were also discontinued in GM's midrange cancellation; Isuzu dealers will help with parts and service after GM dealers stop. The current Duramax V-8 diesel ends production in December, to be replaced by an upgraded, SCR'd 2010-legal Duramax next spring. Diesel "dark periods" have started for Heavy Duty pickups with Extended cabs and G-series vans; customers wanting diesels in those trucks will have to buy from dealer stock. In late May the new Duramax will begin installation in 2010-model and then '11-model HD pickups, cab-chassis and vans. As before, the upgraded Duramaxes will be mated to Allison 6-speed automatics in the pickups. Most gasoline V-8s now get 6-speed Hydra-matics instead of 4-speeds.
Hino
Hino Trucks' 2011 model year begins this February, but that won't include its Class 4 and 5 conventionals, the model 145, 165 and 185, because the company will not certify the older (but still EPA '07-legal) 4-cylinder JO5D diesel for '10 emissions. Stocks of these 2010 models remain, and imported COE versions will replace them in calendar-year 2011-MY 2012. Heavier Class 6 and 7 models for '11 get new styling, with a blockier nose and squarish chrome grille, and will be powered by the 6-cylinder JO5E diesel that is being certified with an SCR aftertreatment system. The per-truck upcharge is $6,700. Hino conventionals are assembled in Williamstown, W.Va., where Fontaine will soon open a Hino-dedicated modification center. Hino trumpets its connection to Toyota of Japan for the suggestion of "quality;" it's also partly owned by Penske Automotive of Pennsylvania.
Kenworth
With a GVW rating of 19,500 pounds, Kenworth's 2010-model T170 stays just inside Class 5 and is the lightest of the builder's T-series midrange models, which include the 270, 370 and new T470 Baby 8. It features a stout aluminum cab used by heavier models, daylight doors, standard passenger-side power window, 90-degree-tilting hood with composite inserts, and a powertrain and chassis components correct for many medium-duty jobs. A Cummins-built 6.7-liter Paccar PX6 diesel with ratings from 200 to 300 horsepower is the only engine offered, and it's mated to Eaton manual or Allison automatic transmissions. The diesel will get SCR aftertreatment to meet 2010 exhaust emissions limits, and trucks with this engine will be titled as 2011s. Kenworth has not announced the upcharge for this or other 2010-legal diesels or when its '11 model year will start.
Peterbilt
Model 325, rated at 19,500 pounds, is Peterbilt's entry in the Class 3 to 5 segment, and it's the lightest of the builder's medium-duty offerings that also include the 330, 335 and the Baby 8 Model 340. The 325 got a new interior for 2010 that includes LED-backlit gauges, switches and controls, a "dead pedal" for the driver's left foot, and grouping of power controls for windows, mirrors and locks on the driver's door panel. A dash-mounted navigation system is optional. Window sills are lower for better outward visibility. The 6.7-liter Paccar PX6 diesel from Cummins has ratings from 200 to 300 horsepower. The diesel will get SCR aftertreatment to meet EPA 2010 exhaust emissions limits, and trucks with this engine will be titled as 2011s. Peterbilt has not announced the upcharge for this or other 2010-legal diesels, or when its '11 model year will start.
UD Trucks
Nissan Diesel America, which is delaying its 2011 model year until autumn of next year, when SCR'd diesels will be ready and stocks of '10-model UD trucks with EPA-'07-spec diesels have been sold. At that time the '11s will also get new, more comfortable and roomy cabs. Current cabs are already nicely outfitted with doors that open 70 degrees for easy entry and exit and tilt-telescoping steering columns so drivers of any size can settle in. For now the importer has three Japanese-made models in this segment, which it calls "light": UD1300, UD1400 and UD1800CS, with number designations approximating GVW ratings in pounds. These use a 4-cylinder, 175-horsepower MD-175 with a standard automatic transmission.
From the November 2009 issue of Heavy Duty Trucking.
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Re: Wondering where the Kodiak replacement will come from?

Reply #1 –
Yahoo Message Number: 3424
Well, I certainly (unknowingly) got a lot of garbage when I copied the newsletter the second time.   No doubt everyone read it all.  :)Don On 2009-12-29, at 8:12 PM, Don Leslie wrote:
See material in bold  (if formatting sticks) and you will see that Hino will be getting in to the MH field by supplying a replacement for the Kodiak.  It will have 260 hp and 660 lbs ft of torque.  I have a feeling we may see one or two more announced in the next year as well.  It would be nice to see a Class 6 being used. McCormick Motors in Nappanee supplied a lot of the Kodiaks to the manufacturers and it has been a Hino dealer since June when GM announced it was closing the MDT line.  We noticed a lot of Hinos during our recent trip to Au/NZ.   I've been in touch with a VP at McCormick (we spent a couple of days there last April having the whine fixed - they replaced the ring and pinion in the rear diff) who I got to know.   It is likely we will have a technical presentation on the Hino at the rally in July. Ron and I exchanged some emails this evening and I think we can also get a suspension presentation from Mor/Ryde as it does a lot of work on Class C units  (it provides the drive line for Jayco after they stretch the wheelbase and frame rails) and a variety of trucks.  In April Mor/Ryde replaced two U joints in my Kodiak Greyhawk and balanced the drive shaft.   Top these off with a few factory tours (Jayco, Gulfstream, Four WInds......) and I think we have the making of a real good program.  DW and I are in agreement that we will try to get there a day early and stay a day or so after so we can take a 100 mile drive to visit the Fair Oak Farm   http://www.fofarms. com/This youtube video on Fair Oak amazed Bev and I and we feel we have to see it.    http://www.youtube. com/watch? v=JJRy82i8e5Q    Be sure to scroll all the way down so you don't miss any gems in the newsletter below.  :)Don Sample photo  of one of their new models   http://www.fleetequ ipmentmag. com/Products/ 67267/hino_ previews_ my_2011_prototyp es.aspx
Print 12/1/2009 Class 3-5 Update: Model Year Mash-up By Tom Berg, Senior Editor Look for altered model years from many builders after Jan. 1 as they prepare to begin installing EPA 2010-legal diesels in their commercial trucks at various points next year. This means the current 2010 model year will end six to 15 months after it began, depending on builders' plans on how to title the newly equipped trucks. The new diesels will be significantly more expensive, and some makers say customers are pre-buying current vehicles to beat the price hikes.
Upcharges for the 2010-legal diesels in light- and medium-duty trucks will range from about $4,000 to $7,500 per truck, according to builders who have announced them. Some haven't, partly because they are delaying introduction of trucks with the new engines, which in turn is because of dismal sales - off 40 to 60 percent from last year, depending on vehicle class. Sales will come back as the economy does, and then a lot of pent-up demand will cause gradually increasing orders through 2012 and beyond, truck manufacturers believe.
Meanwhile, starting in January, diesels for most trucks, including Classes 3, 4 and 5, will meet new EPA emissions limits with selective catalytic reduction, or SCR, which injects a urea fluid into the exhaust stream to break down nitrogen oxide into harmless nitrogen and water. An exception is Navistar International, which is going with an in-cylinder solution it calls advanced exhaust-gas recirculation, or A-EGR.
Levels of NOx emitted by 2010 diesels will be 83 percent less than current 2007-legal diesels, except for builders who've earned credits and can sell diesels that can emit slightly higher amounts of NOx than the new standard otherwise allows.
Gassers still available
Another exception is gasoline power. Chrysler, Ford and General Motors will continue to offer gasoline V-8s in most of their commercial models. Ford has announced an entirely new 6.2-liter gasoline V-8 for its F-SuperDuty trucks. It will complement its previously described 6.7-liter Power Stroke V-8 diesel. Ford also says it is installing hardened valves and other parts to allow safe conversion to propane or natural gas fuel.
General Motors and the Dodge division of Chrysler have upgraded their existing gasoline V-8s with variable valve timing, cylinder deactivation and other advances to make them more powerful and economical. GM and Ford will mate those engines with 6-speed automatics to further enhance efficiency and responsiveness.
Although some commercial buyers chose gasoline engines during the height of $4- and $5-per gallon fuel in 2007-08, reasonable fuel prices since then have swung the advantage back to diesel for serious operators, at least those who put moderate to high annual miles on their trucks. Import brands never did dally with gasoline power because diesels are all they have for trucks, and they figured that diesels would again be favored after the madness ended. Hefty upcharges for EPA '10 diesels, though, might give gasoline another boost, and high fuel prices could come back.
EPA 2010 diesels = 2011-model trucks
All builders have accumulated stocks of unsold trucks that will be around for a while, and this affects each manufacturer' s plans for building trucks with '10-legal diesels after Jan. 1. Most builders will title their EPA-'10-powered trucks as 2011 models. Some will begin that model year early, as soon as January and February in two cases. Others will delay fielding EPA-'10-powered trucks for months into calendar year 2010, extending their current 2010 model years accordingly.
In other words, most trucks getting 2010-legal diesels will be 2011s, and most trucks still getting EPA-'07-spec diesels will remain 2010s.
Historically, Japanese builders have been the most aggressive in pulling ahead model years, usually starting them in January of the previous calendar year, which is entirely legal under U.S. federal law. For the 2011 model year, Hino will change over in February. But Fuso will begin its '11 model year in the spring, Isuzu will wait until next summer, and Nissan Diesel America will delay its 2011 model year until next fall. In the meantime, all will continue selling '10-model trucks with EPA-'07 diesels.
Among the domestics, Chrysler and Ford will begin selling '11 models with '10-legal diesels in spring, and at that time will start titling them as '11s. General Motors, which is still in the commercial market with various Class 1, 2 and 3 models, will begin installing '10-legal diesels in some Class 2 and 3 trucks in late spring. These will initially be titled as 2010s, then become 2011s after the traditional summer plant shutdowns for vacations and product alterations.
Between now and then, GM will go through a "dark period" for diesels as supplies of the current Duramax V-8 run out and the upgraded '10-legal Duramax goes into production in spring. No diesel-powered trucks will be built from February until late May. Then the new Duramax begins going in '10-model heavy pickups and cab-chassis models. Orders closed in September for diesel-powered G-vans, but availability will resume with production of the new Duramax.
GM's killing of its medium-duty business last summer followed unsuccessful attempts to sell its line of Class 4 through 7 and baby 8 conventionals and tiltcabs. A proposed deal with Navistar International fell through the previous summer when details couldn't be agreed on and a shrinking market made the deal financially unfeasible for Navistar. GM's announcement that mediums would be discontinued came rather abruptly, in the midst of its bankruptcy. Some dedicated truck people within GM are not happy about it.
GM withdrawal hurts Isuzu The GM withdrawal had serious effects on its partner, Isuzu Commercial Truck, for whom GM assembled a gasoline-powered Class 3 NPR and several Class 6 and 7 F models. The Fs and their GMC and Chevy T-series clones were built in Flint, Mich., using GM frames and various domestic components with Isuzu's 6H diesel and an Isuzu cab. The NPR Gas was made in Janesville, Wis., until April; it used a GM Vortec 6000 V-8 with a Hydra-matic transmission on a domestic frame with a cab from Japan.
The NPR Gas and diesel-powered Class 3 and 4 NPRs from Japan were also sold as Chevy and GMC W-series trucks. Isuzu says it's negotiating with GM to resume making the gasoline version of the NPR at another plant, and it's weighing its options on where to source the heavier F models. They could come from Japan or Isuzu could establish another domestic source.
What about service for Chevy and GMC W and T-series trucks? GM's commercial-truck dealers will keep their franchises and continue selling leftover trucks and servicing existing ones until October 2010, though many will phase out between now and then. An expanded network of Isuzu dealers will then take over; the network will grow from 225 now to between 325 and 350 by late next year, Isuzu says. Some GM W and T dealers might become Isuzu dealers, and some already are.
Another LCF casualty
Another recent low-cab-forward casualty was the International CityStar LC 500 and 600, which are Class 3 and 4 models that, under the Ford-Navistar Blue Diamond joint venture, are clones to the Ford LCF. Navistar and Ford agreed to drop them because low sales volume wouldn't support upgrading its MaxxForce 5 V-6 diesel to meet 'EPA-10 requirements. The CityStar-LCF was the only application for the V-6, and it might or might not return later. Slow sales also caused Navistar to withdraw its Class 5 DuraStar 4100 conventional, so the lightest Internationals are now Class 6 models.
Likewise gone with the shutdown last March of Sterling Truck is the Class 4 model 360 LCF, which was supplied by Fuso, a sister company. Also dropped were the Class 4 and 5 Bullet conventionals, which were rebadged and slightly restyled Dodge Ram 4500 and 5500 chassis-cab trucks from Chrysler. And after Daimler AG's partial ownership of Chrysler dissolved in the latter's bankruptcy, Daimler in late summer announced it would stop supplying Mercedes-made Sprinter vans to Dodge. Class 3 and 4 Sprinters will continue to be sold by some Freightliner dealers, and soon by a re-established network of Mercedes-Benz truck dealers.
Sterling-Western Star offices near Detroit remain open to administer sales of Sterling trucks still on dealers' lots, and to oversee dealers' continued service and parts support of existing Sterlings for 10 more years. It's likely that those offices in Redford, Mich., will be phased out and people transferred elsewhere. Last year Daimler asked a group of Mitsubishi Fuso managers to move from their headquarters in New Jersey to Michigan, but they declined and now are happy they did. Fuso still sells low-cab-forward trucks in this segment, and sister company Freightliner offers a Business Class M2-106 conventional.
Although sales by Hino Trucks are down like everyone else's, the company will start its 2011 model year in February, which is close to normal. American-built '11-model Class 6s and 7s will have an SCR 6-cylinder diesel and new front-end styling. But Hino will soon discontinue its Class 4 and 5 conventionals, because their older-series (but '07-compliant) 4-cylinder diesels would be too costly to equip and certify for 2010 emissions limits; stocks of current 2010-model trucks will last well into the new year. Replacing them later will be Class 4 and 5 low-cab-forward models that will be more modern than the LCFs sold here before Hino switched to conventionals. They'll get an updated 4-cylinder diesel with SCR.
At the other end of the weight spectrum will be a new baby 8 tandem-axle model that will have a high-power, high-torque version of Hino's '10-legal, 6-cylinder JO5E-TF turbocharged and aftercooled diesel, the engine to be used in '11-model midrange trucks. The tandem and the new Class 4 and 5 LCFs are due out in summer 2011 and will be 2012 models. Hybrid powertrains are also coming. There'll be Class 4 and 5 diesel-electric hybrid trucks in 2011 for MY 2012 and a Class 6 hybrid in 2012 for MY '13. All will be LCFs imported from Japan.
Meanwhile, Hino and Fontaine Modification Co. have signed an agreement that will see Fontaine open an upfit center across the street from Hino's assembly plant in Williamstown, W.Va. Modifications to Hino trucks, including a truck-to-tractor conversion and dual-steer apparatus for trash pick up, will be moved to the West Virginia facility from Springfield, Ohio. Fontaine will also do cab extensions and cab cutting for fire-rescue trucks, shuttle buses and motor homes, as well as custom painting.
At NTEA conference
All truck manufacturers have designed exhaust configurations that will accommodate all conceivable types of bodies, and most builders showed them to upfitters at the National Truck Equipment Association' s annual Product Conference, held Sept. 15-16 in Dearborn, Mich. The exhaust systems package SCR chambers and diesel particulate filters in under-cab modules or string them along the underside of the frame. Except for rerouting of tailpipes, factory certified exhausts cannot be legally altered, so upfitters and truck buyers must be sure that a system will work for its intended application and the body the truck will carry.
Dodge
Dodge is going through its entire Ram range of commercial trucks with redesigns of 2010 Heavy Duty pickups, just shown off to and driven by the press last month, and its 3500, 4500 and 5500 Chassis-Cab models, due out early next spring. The heavier chassis-cab trucks will use the same bold, front-end styling that originated with the '09 Ram 1500 and will get a 2010-legal Cummins Turbo Diesel with selective catalytic reduction, while the HD pickups continue to use a Cummins with an already 2010-legal NOx adsorber. Dodge executives consider the new chassis-cabs significant enough to call them 2011 models. The demise of Sterling means Chrysler no longer supplies Ram 4500 and 5500 chassis-cabs for badging as Bullets, and Daimler no longer supplies Mercedes-made Sprinter vans for sale as Dodges. Stocks of both can still be found at dealers.
Ford
2010-model F-SuperDuty conventionals finish out the model year with Navistar-built Power Stroke V-8 diesels, plus Triton V-8 and V-10 gasoline engines. 2011-model SuperDuties, due in April, will get fresh interiors plus the new Ford 6.7-liter V-8 diesel and a 6.2-liter gasoline V-8 that will replace the 6.8 V-10. Both new engines mate to a new TorqShift 6-speed automatic, designated 6R140; the smaller 5.4 V-8 continues with a 5-speed TorqShift. Class 3 to 5 F-SuperDuty trucks include F-350 and 450 pickups and F-350, 450 and 550 cab-chassis models. The new 6.7 diesel will not go in Ford's E-series cargo vans and cutaways, so termination of the Navistar diesels means the E's will be gasoline-only. Ford's LCF low-cabover (aka International CityStar) has been dropped for now because its V-6 diesel won't be upgraded to EPA-'10 specs.
Freightliner
After the cancellation of Sterling Truck, Daimler Trucks North America's only conventional in this segment is a Class 5 version of the Freightliner M2-106 rated at 19,000 pounds. As part of a reshuffling of engine offerings for 2010, the Mercedes-Benz MBE 900 has been dropped and this M2 now comes only with a Cummins ISB. Sometime after the first of the year the ISB will be equipped with SCR gear to meet 2010 emissions and the M2 will become a 2011 model. To meet concerns of body upfitters, Freightliner engineers have devised probably the most exhaust configurations of any manufacturer; vertical, horizontal and below-cab designs and combinations keep bulky new SCR dosing chambers and diesel particulate filters out of the way, especially for dump, utility and beverage bodies.
Fuso
Fuso, owned by Daimler AG, continues its coverage of this segment with four 2010-model low-cab-forward trucks: FE125, rated at 12,500 pounds; FG1400 4x4, 14,000 pounds; FE145, 14,500 pounds; and FE180, at 17,995 pounds. All use Mitsubishi's 4.9-liter, 185-horsepower dual overhead cam 4M50 diesel. An Aisin 6-speed automatic transmission is standard in all three models, and a Mitsubishi 6-speed manual is optional in the FE180. The FG1400 is the only LCF 4x4 in the market. Fuso says its '11 MY will begin in spring and its diesels will use SCR to meet EPA 2010 regulations. Its operations are managed out of Logan Township, N.J. Though Daimler has discontinued the Sterling brand, some dealers might still have leftover 360s (based on the Fuso FE) and Class 4 and 5 Bullets (restyled and rebadged Dodge Ram HDs) and many will service existing Sterling trucks for 10 more years.
General Motors
GM's 2010 models, including Chevrolet and GMC 2500HD and 3500HD pickups and 3500HD cab-chassis, will continue on the traditional model-year cycle, until the summer plant shutdowns, after which 2011 models will begin production. C4500 and heavier trucks are still in stock since the shutdown of medium-duty product line last summer, and will be available through GM commercial dealers as late as October of next year. So will W- and T- series LCFs, which were also discontinued in GM's midrange cancellation; Isuzu dealers will help with parts and service after GM dealers stop. The current Duramax V-8 diesel ends production in December, to be replaced by an upgraded, SCR'd 2010-legal Duramax next spring. Diesel "dark periods" have started for Heavy Duty pickups with Extended cabs and G-series vans; customers wanting diesels in those trucks will have to buy from dealer stock. In late May the new Duramax will begin installation in 2010-model and then '11-model HD pickups, cab-chassis and vans. As before, the upgraded Duramaxes will be mated to Allison 6-speed automatics in the pickups. Most gasoline V-8s now get 6-speed Hydra-matics instead of 4-speeds.
Hino
Hino Trucks' 2011 model year begins this February, but that won't include its Class 4 and 5 conventionals, the model 145, 165 and 185, because the company will not certify the older (but still EPA '07-legal) 4-cylinder JO5D diesel for '10 emissions. Stocks of these 2010 models remain, and imported COE versions will replace them in calendar-year 2011-MY 2012. Heavier Class 6 and 7 models for '11 get new styling, with a blockier nose and squarish chrome grille, and will be powered by the 6-cylinder JO5E diesel that is being certified with an SCR aftertreatment system. The per-truck upcharge is $6,700. Hino conventionals are assembled in Williamstown, W.Va., where Fontaine will soon open a Hino-dedicated modification center. Hino trumpets its connection to Toyota of Japan for the suggestion of "quality;" it's also partly owned by Penske Automotive of Pennsylvania.
Kenworth
With a GVW rating of 19,500 pounds, Kenworth's 2010-model T170 stays just inside Class 5 and is the lightest of the builder's T-series midrange models, which include the 270, 370 and new T470 Baby 8. It features a stout aluminum cab used by heavier models, daylight doors, standard passenger-side power window, 90-degree-tilting hood with composite inserts, and a powertrain and chassis components correct for many medium-duty jobs. A Cummins-built 6.7-liter Paccar PX6 diesel with ratings from 200 to 300 horsepower is the only engine offered, and it's mated to Eaton manual or Allison automatic transmissions. The diesel will get SCR aftertreatment to meet 2010 exhaust emissions limits, and trucks with this engine will be titled as 2011s. Kenworth has not announced the upcharge for this or other 2010-legal diesels or when its '11 model year will start.
Peterbilt
Model 325, rated at 19,500 pounds, is Peterbilt's entry in the Class 3 to 5 segment, and it's the lightest of the builder's medium-duty offerings that also include the 330, 335 and the Baby 8 Model 340. The 325 got a new interior for 2010 that includes LED-backlit gauges, switches and controls, a "dead pedal" for the driver's left foot, and grouping of power controls for windows, mirrors and locks on the driver's door panel. A dash-mounted navigation system is optional. Window sills are lower for better outward visibility. The 6.7-liter Paccar PX6 diesel from Cummins has ratings from 200 to 300 horsepower. The diesel will get SCR aftertreatment to meet EPA 2010 exhaust emissions limits, and trucks with this engine will be titled as 2011s. Peterbilt has not announced the upcharge for this or other 2010-legal diesels, or when its '11 model year will start.
UD Trucks
Nissan Diesel America, which is delaying its 2011 model year until autumn of next year, when SCR'd diesels will be ready and stocks of '10-model UD trucks with EPA-'07-spec diesels have been sold. At that time the '11s will also get new, more comfortable and roomy cabs. Current cabs are already nicely outfitted with doors that open 70 degrees for easy entry and exit and tilt-telescoping steering columns so drivers of any size can settle in. For now the importer has three Japanese-made models in this segment, which it calls "light": UD1300, UD1400 and UD1800CS, with number designations approximating GVW ratings in pounds. These use a 4-cylinder, 175-horsepower MD-175 with a standard automatic transmission.
From the November 2009 issue of Heavy Duty Trucking.
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