![]() ![]() New chassis fairings and longer side extenders do their work to reduce drag. By dispensing with the turbo-compounding on these lower-rated engines, there is an economy gain and a savings of around 100 pounds. But at the same time, the new radiator has a revised baffling system for greater efficiency.Īlso new is the adoption of an asymmetric, waste-gated turbocharger for the “fleet” horsepower ratings like the 455-hp DD15 we tested. ![]() It’s the result of the switch to selective catalytic reduction, requiring less cooling need for the still-present exhaust gas recirculation in the 2010 DD engines. A change to the air dam under the front reduces the amount of air flowing under and becoming trapped in the engine compartment or around axles and the suspension.Ī smaller radiator for less air to pass through saves some weight yet adds some durability and reliability with a new mounting. Hood and bumper closings keep air flowing to the sides. According to former Overdrive Owner-Operator of the Year Henry Albert, driver on the Cascadia Evolution tour, if he had not been quite so restrained by the protocols of the run, he might have broken that magic number himself.Īerodynamic efficiency improvements here are subtle – likely only possible because Freightliner has its own wind tunnel at the prototype shop on Swan Island, just outside Portland, Ore. This truck could push fuel economy close to the magical 10 mpg. Those real-world conditions yielded 9.31 mpg with a nearly maxed-out load. To prove this wasn’t just the result of tricky test procedures, the same truck was employed in an over-the-highway Evolution of Economy Tour, a run from San Diego, Calif., to Gastonia, N.C. We were let loose in the demonstration truck for these and some other new components that, bundled together, allowed a test-track fuel economy of 10.67 mpg. In the highest position, it removes all interaction with the truck speed, allowing the truck to roll and take maximum advantage of downgrades. On the medium setting, it allows twice this margin before application. ![]() In low, it will allow speed to gain 3 mph before the cruise control applies the engine brake. One is a dash-mounted switch that allows for selection of different levels of “float” in the cruise setting. There are new features for the cruise control. A neat feature is a neutral reminder and selector if the driver forgets to take the transmission out of a drive position while setting the brakes and keying off. Forward, reverse and neutral are selected with a rotary switch embedded in the shifter. The column shifter also is the selector for the engine retarder, with an off, two-, four- and six-cylinder brake application as the lever is pulled down. In the end of the lever, a push-in switch allows selection of auto or manual mode, or a quick touch to select economy or performance shift schedule. In either case, pulling the shifter up towards the wheel initiates upshift pressing down gets a downshift. The transmission can be operated in automatic or manual mode. The new tranny features direct or overdrive top ratios. The single countershaft and aluminum casing give it a weight advantage of 100 pounds over Freightliner’s existing offering of the Eaton Ultrashift Plus, which will remain as an option. It’s a three-part main transmission featuring a range-change and splitter to give 12 forward speeds and four speeds in reverse. It will be available in the Cascadia Evolution starting in May. While the DT12 is the newest automated transmission to the North American truck market, the mechanics of the component have been proven overseas, often at far higher gross combination weights than our 80,000 pounds. Paired with the new Detroit DT12 smart transmission, it’s a combination that’s hard to beat. But it has been, and since the changes impact the pocketbook, they are significant. It was hard to imagine how the Cascadia could be much improved. When it becomes available early next year (ordering is open already), Evolution will offer revisions to the Cascadia’s already extraordinarily good aerodynamics with a package that wins a few more decimal points in miles per gallon.Īlso, some changes to the fuel and air handling systems on the DD15 engine bring a contribution that, old model to new model, shows 7 percent fuel savings. We looked at the Freightliner Cascadia here earlier this year, but this one is different. The dash now includes an instrument cluster with gauges in the speedometer and tachometer. ![]()
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