I was at a truck salvage yard today and the owner just had to show me the latest and greatest in rear drive technology. Freightliner's corporate drives are throw aways-there is really no lube in the drive housings it's a sump system and a pump sprays oil on the ring and pinion to save fuel. The other great advancement is the ring gear is welded to the carrier. Just replace the whole thing for a small price. Truck Shop
Probably depends on who is writing the check a to whether it is a small price to pay. LOL
Detroit Diff exclusive for Freightliner New Cascadia
Why Americans are made of money just look at the stock market. Truck Shop
Thanks for posting that video StanRUS, I was wrong there is oil in the housing but the principle was the same, doesn't mater it is still over engineered. A great gimmick for added fuel savings but really it's big profits for Freightliner parts sales. Truck Shop
Do fleets such as Swift really not notice if their rear ends start failing with a hokey system like this? You would think they would track this kind of stuff closely and let the manufacturer know if they hate it.
If the failure default is to full open valve and lube flow then what is the difference in fuel economy when the thing fails? My guess is that there will be a lot of Freightliners running around with failed valves until the diff takes a dump. Is that unit a drop in like a standard unit or do you have to replace the axle housing complete?
I'd like to see real world fuel savings reports. I'm having a tough time believing it will be significant since the system activates only during certain parameters. I think Truck Stop's hunch is dead on, the only profits to be made with this rear will be at the parts counter.
Also, obsolescence seems like a probable factor here. Use a one-off system that is only available from the dealer, and when you want the customer to junk the truck and buy a new one, stop selling parts for the old one. We had a 2001 Kenworth that needed a radiator in 2011 or so, no longer available. Good thing we had a crafty radiator shop that came up with a GM part and a file that made it fit.
The fuel savings are about as comparable to, someone putting a tonneau cover on their pick up truck to save fuel.. They weigh 150lbs & cost 800.00
I wonder if they are standard equipment and the customer is forced to buy it.
Looks like another solution to a problem that doesn't exist. More junk that adds cost to a new truck and problems down the road.
That's my favorite line Farmerlund {Solution to a problem that doesn't exist} Another one I use and in this case it really fits {It's a good thing you guy's don't build airplanes but if you did I would invest my money in Batesville Casket Company}. Truck Shop
I watched a Gale Banks utube about the aftermarket diff covers on pickups. The information on friction losses and lube fluid dynamics is quite interesting. . I am awaiting the final video. Cam
Whatever little fuel they save by doing it that way, how much will be taken up in down time/rental, parts, mechanic wages?
I do not see one in my future.
Default failure is 'opened valve', i.e. normal diff oil flow. i assume the diff could run until the drop in is worn out from normal use. 5 yr warranty @ 100K miles per year would be 500K. 1.5% savings @ normal highway speeds and loads whatever that is? If you slow the rigs down, you lose productivity. OEMs are trying to meet fleet average fuel mileage regulations, i.e. slow down the destruction of planet earth by the intelligent homo sapiens.
I finally had some time to view the video and I'm wondering what the purpose of the research is? Is Mr. Banks looking at the thermal transfer of heat as mentioned about using aluminum for the pan instead of other materials. The photos showing tubing installed on a pan also seems to indicate some sort of pumping system lube instead of a sump and splash lubrication system. It would be entertaining to view the data for the 1.5% claim in fuel economy. The dubious part of the claim is that it "over our previous axle". So the claim only pertains to their own product and does not state that it is any better, or different, from anyone else's product. That's StanRUS and Camshawn for the videos.
These innovations are great taking points for the salesman pushing a sale. It's laughable on the level that it will increase fuel mileage, maybe on flat ground. The great advances stated about the DD15 and the DT12 transmission on fuel savings works out to a average pulling 100,000 lbs of maybe 2 tenths better mileage. But by the time you throw in the DEF cost and the particulate filter/one box cost your going backward real fast. All of this depends on the driver we have 14L Series 60's rated at 550 hp 1850 torque that with some of our drivers get the same mileage as a 45,000 dollar DD-15 and the 18,000 dollar DT 12 automatic. That has a tendency of spending time at the dealers being repaired not making any money. There are no dealers in my area stocking that rear drive, so one can also figure a truck will be setting for seven day's making nothing. Already been down that road twice with the DT 12 transmissions. Two of our rigs { one in the shop 5 weeks the other 4 weeks} waiting for Detroit Transmission to make their mind up on replacing the transmissions that were under warranty. The transmissions wouldn't talk to the engines. What trucks have become is engineers designing and over designing parts and pieces to vindicate their existence as a engineer. IMO Truck Shop
Yep, all of the Super-Truck, Smartway etc demos rely upon excellent drivers.
I take it your a Freightliner company man. And yes the industry does rely upon excellent drivers, just as it rely's upon excellent mechanics which there aren't very many of either one. Autonomous living, everything done for us including a computer controlled lube system for our REAR ENDS maybe it will help people suffering with hemorrhoids. Truck Shop
And then we have those idiots in trucks with NO BUSINESS being there and getting worse!! Excellent drivers are a thinning volume currently so the pipe dreams of a differential over engineered lube system saving anything is beyond stupid. I have and will continue to operate on the K.I.S.S. principle, Politically Correct is Keep It Stupidly Simple. There are other derivatives!!
I have nothing to do with Freightliner! Question, did you actually see the ring-gear welded to the carrier? That assembly would rely on a interference fit @ the hub mating surfaces and weld to transfer all of the input torque. I don't like proprietary drive trains and required diagnostic software to work on the newer trucks. The trend towards proprietary engines, trans, diffs will increase in the future; rigs are/will be always electronically connected to 'corporate daddy or for some sex gender confused mommy'.
Yes I actually inspected the rear drive hands on, welded. Throw away unit. Truck Shop
Daimler-Detroit says ALM diff is optional. Producing 1300 axles per day. 3hr to machine the pinion and robot assembly. Throw away unit; without throw away price? 1.5% fuel savings, I am skeptical from a part time usage controller. Cummins states 6X2 single drive axle saves 2.5%, Dana-Spicer states 3%.
More disposable crap I do NOT care to see coming. Are quite a few carriers around nowadays using dead axle tags on tandems, they regret every time roads get slick. Local Dump and Van trucking CO and PLM Trucking two most prevalent and NO they are NOT getting the 3 not even 2% fuel savings that was called out per the local boys, MAYBE 1% if discount any savings from engine technology. Still a science fact takes so many BTU to make a HP and so many HP to move a ton, reduce SOME weight, reduce SOME resistance and gain SOME fuel economy but in the long run either the truck is loaded and pulling or its not and still running burning fuel. Trade off a drive axle for more freight and still X amount of pounds to move, not much gonna gain there.
The Industry is trying for 55% BTU-fuel-freight efficiency. Platooning (drafting) per testing with truck spacing of 20ft. 3% for 1st rig, 7% for 2nd rig and 9% for 3rd. How can platooning be practically used on our highways systems? Tag axle (6X2), wears out driver tires quicker, requires careful easy-on-the-gas drivers' technique to get rolling. 6X2 isn't recommended for most freight operations. With current aerodynamic designs, 11Liters @ 120-140Hp will move 65K lbs on flat highway. K.I.S.S. great; we don't live that world, nothing simple about today's equipment.
6x2 might be OK on the open road but what happens when you get to the dock? Most trucks I have seen can go into some nasty yards at both ends of the run. I guess it would be OK for shipping from one giant warehouse to the other but who actually does that? Maybe the really big companies, I don't know.
I hear ya, what they forget on drafting is that lead Duck has added drag from the follower, does NOT help to have that second truck drafting except for that drafter. We went thru all this in the Glory Days of the Fuel Embargo of the late 70's. Trucks with shields, screens between truck and trailer, side panels and skirt curtains, even the trailer nose nacelles or tail shields, all that did little except to add weight. I can still remember the Rubber Band drive tag axles that were not all that good on the old trucks and the spring load tags or pushers added to grain trucks that ALMOST took load off the main axle unless you overloaded the crap out of them. Current idiot Herders on the highways have no clue how to soft foot, they are all in a hurry and trying to make that imaginary $65,000/year they were quoted as 'Potentially able to make'. Better lighter alloys, better composites, better response electronics on the engines are delivering economy, not the bolt on or unbolted BS. I will always hold to K.I.S.S. systems.
Dang drivers throwing their you know what bottles on the side on the road. Ought to put more on trains!
Better than the trou droppers at the grain yards crapping and walking away as if just another day!!
Failure on K.I.S.S. skip video to 4:30 6X2 with Bendix E-track system. Pete has their newer Super-Truck2 @ 12+ mpg. Trailers with rear flaring, won't fit most freight docks. Trailer mpg gained by lower road clearance skirts, again trailers' ride height isn't compatible with current freight docks. One trend helping with fuel mileage available on current engines is reduced EGR, increasing NO2 and dealing with the increased NO2 in the SCR. Mech-service truck, late 80s @ just under 15mpg, 99-T300 @ just over 11mpg to 2012 T270 replacement cab-chassis @ 8.2mph. Improvement hits the pocketbook @ today's $4.11 per gallon + DEF cost. Emissions system components, starting with variable vane turbo adds additional cost to replace under 350K miles. Progress! Port of Long Beach; AQMD started monitoring emissions in 2005. All emissions have been reduces to lower than 2005 levels. Part 3 computer driver helper Part 4 walk around
Time to drop CA off the radar and stop going there!! All the Super Duper Dupe those that will be duped hyped crap is worthless. Our renter has a 2017 Corn Queen, the engine in it replaced the DT series and is junk. Multiple INTERNAL fuel leaks, required a replacement engine under warranty, dealer is not accepting further complaints of Tier 4 technologic wonders falling apart so the machine sits A LOT so does not get more miles. Been trying to trade it for six months but cannot get out from under the debt load on it and has few options in the medium truck market. I had nothing I could suggest to help, feels awful. They are actually using a 1998 GMC 366 (6.0)Gas engine truck to do their general work and it runs EVERYDAY, gets better economy on gas than the diesel.
We tried trailer skirt/fairings with rear door fairings on three trailers pulled by 6 different tractors 2 with Series 60 and 4 with DD15's. Those netted no more than one tenth of one percent in fuel mileage gain after one year use. Snow and ice collectors are about the main thing adding more weight in ice during winter months. This last spring I removed the sleeper fairings from three of our Series 60 powered Coronado's that were damaged. No difference in fuel mileage while waiting for the new fairings from the paint shop. The truth is we have several drivers that no mater what rig you put them in those trucks will get better mileage with those drivers. And it makes no difference if it's automatic or manual. And those fairings we told the boss not to buy were removed and sold to some other believer. Truck Shop
Even ambient air temps alter aerodynamics; -30C increases drag by 20% per the Canadian gov's data. I gathered up GM big-block parts to repower the 99-T300, go gasoline. After lots of discussions with buddies, we concluded to abandon repowering with gas engines, due to time factor. Every hour spent repowering is one hour lost income . Available GM big-block crate engines develop more torque-hp than 6.7-8.3 Cummins @ almost identical rpm. CNG, with electronic direct injection makes the same hp-torque as gasoline. Issue is CNG tanks; available aluminum tanks from Australia are not DOT approved.
Those controlled environment/condition tests are a total laugh and for the one reason they can't control. E-LOG, drivers are are going to push the crap out of any rig to beat the clock on the dash. And there goes the mileage. This week one of our trucks coming in for service in a push to get there under the wire. Read out on the dash said 531 miles/113 gallons-2016 Cascadia DD15 with DT12 automatic and all the aerodynamic goodies. 4.7 miles per gallon. That's the real world. Truck Shop
Really surprised on the lack of DOT approval of the tanks as UPS, and a number of other fleets have all got CNG units running and CA(Government agencies) has been using it in autos for quite some time.
Make the guys tie an egg to the throttle, for each one broken cut wages a fixed number or offer a bonus on economic driving, got to tie an incentive to saving fuel.
Pretty much the whole trash fleet here runs CNG. So there must be some kind of approval.
I was referring Australian manufactured aluminum CNG tanks; they're ASME certified but not DOT certified. Aluminum CNG tanks can be mounted vertically, horizontally. Some are round mounted in private vehicles in the spare tire well. Jack Rousch-Ford set-up; most of the left side behind cab is CNG tank, ditto Freightliner or optional behind cab crosswise. Okay for dry van, reefer and CNG delivery trucks etc; not for mechanic service bodies. Cummins Diesel Hybrid Electric Mech Service Truck: Looks like bed load area is mostly batteries! https://www.cummins.com/news/releas...nd-versatile-hybrid-powerdrive-iaa-commercial
I drove a Ford 1 ton service van for about 6 yrs ending in 2008. Low operating cost, had to get fuel most afternoons( 160 km/ 100 miles) . If it needed more than an oil change, it had to go to Ford and sit until they got to fixing it. No other shops were set up to deal with CNG here and only 1 certified tech. If you count the time to fuel it(1/2 man hr per day to get to a fuel station) we did not save any money. If you goCNG, several things to consider. CNG Would be better if your fleet returned to a fueling base each day and was large enough to invest in the infrastructure to support it. Cam
That is true about the garbage trucks, they seem to have 1 or 2 guys whose job it is to drive them to the fueling station all night long, they have 4 hoses at the compressor station and they keep 4 trucks filling most of the time. It seems to take a long time to fill each one.