Sure, all those aerodynamic tractors save lots of fuel money. But let's face it, many truckers prefer a truck that really looks like a truck.

Who says so? "Ask the man who owns one," as the old Packard motorcar ads used to suggest. Or ask the driver who'll own it next. Both will say that they like how the truck looks and they feel good being in one.

Fuel mileage numbers aren't everything, and you can get good fuel economy if you drive sensibly. That's why many traditionally styled tractors are easy to sell to a second owner and bring a higher percentage of their initial purchase prices than more common aero models.

What constitutes a large car? Antique truck nuts, who sometimes call it a "classic," would define it as a western-style conventional-cab tractor with a big, square nose; exposed air cleaners, steps, battery boxes and tanks; prominent exhaust stacks; and a big sleeper box. Strictly speaking, a large car would have no fairings on the roof or cab sides, and certainly no skirts covering the fuel tanks or anything else below the cab. But since fuel quit being cheap, most tractors that pull box-type trailers have at least a big roof fairing to ease the flow of air over the trailer's top to reduce drag.

Many truck builders, primarily those based in the West or with plants there, have offered such vehicles over the years. Examples were Kenworth in Washington state and International, Mack and Peterbilt in California. Their western-style conventionals became popular in the Midwest and East with the easing of length laws in the early to mid-80s. Into the 1970s and '80s, some long-nose models from GMC and Ford fit the large-car description, but escalating fuel prices resulted in a shift to aero-style tractors.

Eventually General Motors and Ford got out of heavy trucks, and French ownership of Mack caused it to back away from this portion of the market. Volvo stayed away from large cars when it came into the States because they did not fit the Swedish idea of efficiency. Now Volvo has one and Mack might later.

Freightliner, which pioneered lightweight COEs just before World War II, introduced its first conventional in 1973. In its hard-driving expansion of the '80s and '90s it focused on aero-style fleet-type vehicles. But it looked at the profits inherent in large cars and brought out a classically styled tractor in the mid-90s. It sold well to both owner-operators and fleet customers who used the model as a "reward truck" to loyal and high-producing drivers. Kenworth and Peterbilt, who understood this market all along, have always been in it.

So today, in spite of the trend to aero tractors, there are many large cars still available. Like other tractors, they are comfortable and quiet, and are almost as nice to live in as motorhomes. They have smooth riding air suspensions and clean-burning diesels. Since January, when the next round of federal exhaust-emissions regulations took effect, diesels exhale through after treatment devices that strip out what pollutants the engines themselves can't handle.

The EPA '07 diesels, with their after treatment devices, the enhanced cooling systems needed to support them, and all the research and development that went into everything, have cost manufacturers hundreds of millions of dollars. These expenses are being passed on to buyers in price increases and surcharges. That's why an '07- and '08-model heavy truck with a new diesel costs $7,000 to $10,000 more than '06 models. And by law, the after treatment devices must stay on trucks and in working condition, so forget about yanking them off in favor of loud straight pipes.

But the new trucks come with a major upside: The exhaust is not only cleaner, but also emits absolutely no odor. The characteristic diesel smell is gone because oxides of nitrogen – or NOx – are so low. That and the elimination of most particulates, or soot, will allow everyone to breathe easier.

Most truckers consider engines the single most important component, and some will pick a truck based on engine availability. But consolidation among manufacturers and the continuing trend toward vertical integration has cut engine options. If you're nuts about a certain engine make, you have to go to a truck maker that offers it. Here's a rundown on large-car availability:

Freightliner

International

Kenworth

Mack

Peterbilt

Sterling

Volvo

Western Star

Coronado is Freightliner's premium long-nose over-the-road model, with styling that blends traditional looks with aerodynamic details. It uses the Century cab and chassis and is available with 70-inch Mid- or Raised-Roof integral sleepers (or as a daycab for local work, and to which a custom box can be fitted). The Classic and longer-nose Classic XL, now built on a Century chassis, quickly became a best seller, thanks largely to fleet buys. Classics also come as daycabs or with integrated sleepers: 48- and 58-inch Flat Roofs, 70-inch Mid Roofs, and 70- and 84-inch Raised Roofs.

Other HD Models: Columbia and Century S/T are Freightliner's volume over-the-road tractors, though replacements are in the works. The Argosy high COE is being dropped because its low volume does not justify the cost of engineering in the EPA '07 diesels.

EPA '07 Diesels: Freightliner's own 14-liter Detroit Series 60, with ratings of 455 to 515 horsepower, is standard in most long-hood trucks and tractors, while the 12.8-liter MBE 4000, rated at 350 to 450 horsepower, is standard in most vehicles with medium-length hoods. Caterpillar will supply 335- to 430-horsepower C13 and 435- to 625-horsepower C15 diesels for certain Freightliner models.

INTERNATIONAL

The 9900ix with its extra-long hood and the 9900i remain the owner-operator glamour models, in spite of recent attention on the new ProStar aero tractor. For 2007 a 9900i or -ix can be ordered with factory-installed chrome packages adorned with LED lights, two-tone paint, a black tuck-and-roll interior and, for daycabs, an American Eagle interior. Fifty-one- and 72-inch sleepers are available.

Other HD Models: The ProStar, in base, Premium, Eagle and Limited trim levels, has just entered production, and replaced the long-hood aero 9400 and, in '08, the medium-hood aero 9200. The 8600 tractor continues with some weight-saving improvements. The 5000i vocational vehicles, which use the 9000 series cab and hood, now carry the PayStar name, and the 7000 series severe-service trucks get a taller hood to house bigger radiators.

EPA '07 Diesels: Big-bore engines in various models will be Cat's C13 and C15 and Cummins' ISM and ISX. Later in '07, MaxxForce 11- and 13-liter heavy-duty diesels (developed with MAN of Germany) will go into production in Alabama, and be used in the ProStar and other models. Cummins' ISL will be the lightweight engine in certain heavy vocational trucks, and International's own MaxxForce DT 570 and 466 will go in other medium- and heavy-duty trucks. The MaxxForce name also goes on International's V-6 and V-8 diesels for medium trucks.

KENWORTH

The true K-Whopper remains the extended-hood W900L and W900B, with their forward-set steer axles. They have gotten continuous updates inside and out over the years. New interiors, including premium Pendleton trim, were added for '07. The T800, another traditionally styled model, but with a setback steer axle, is optional with Big Power ratings of Cat's C15 as well as a number of sleepers, including the 86-inch Studio.

Other HD Models: Engineers and designers have completely revamped the aero T600 and renamed it the T660. The aero T2000 continues with various updates. KW's vocational trucks include the W900S, which looks like a T800 but has a forward-set steer axle, and a T800 with a high, W900-like hood but a setback steer axle.

EPA '07 Diesels: All models with the new diesels will be titled as 2008s. KW's heavy offerings include Cummins' ISL, ISM and ISX, and Cat's C9, C13 and C15. Medium-duty T300s will use a new series of Paccar-branded, Cummins-built 6.7- and 8.3-liter diesels; Cat's C7 is being dropped.

MACK

There are none now, but there might be one later on. The long-nose CL could have been a large car if it had a big sleeper, but they were built only as daycabs with a heavy frame to replace the old RD-800. The CL has been powered only by Cummins' ISX for the past few years, and now it's out of production. A replacement is due in January '08 – again as a heavy tractor and truck and using the upcoming 16-liter MP10 (based on Volvo's D16). Planners are considering offering sleepers to tap into the large car market.

Other HD Models: The new Pinnacle becomes the principal highway tractor, in replacing the vision and CH. The stylish rawhide continues as the owner-operator choice. Pinnacle has a roomier cab and fancier interior, and a choice of several sleepers. As on most current models, the sleeper boxes can be removed and a wall kit installed at the cab's rear, turning the tractor into a daycab for local and regional service. The granite vocational truck and tractor get a 4-inch-longer cab with new interior features. The MR and LE low-cab-forward vocational trucks work mostly as trash haulers and concrete pumper carriers.

EPA '07 Diesels: Only new Mack Power diesels, designed by Volvo Powertrain and built in Hagerstown, Md., will be used starting this month. Mack is dropping the Cummins ISX and ISL that sold in only small numbers. Already used in certain Granites is the 11-liter MP7, with ratings of 325 to 405 horsepower, which will have been aftertreated. Later in '07, a 13-liter MP8, with 425 to 485 horsepower, will debut. The MP engines will come in Maxidyne, MaxiCruise and Econodyne versions, and be available with a PowerLeash engine brake. Mack says its MPs use less fuel than the old ASET engines.

PETERBILT

The traditionally styled long-nose 379 has gone out of production after 20 years; the last 1,000 are called Legacy Class and equipped with extra-fancy exterior and interior trim, and high-level stereo and GPS navigation systems. The 379's replacement is the 389, with smoother exterior styling, projector-beam headlamps and other improvements. The medium-nose 388, which replaces the 378 tractor, resembles the 389 and, except for its shorter nose, could be considered a large car.

Other HD models: Extensive changes to accommodate EPA '07 engines prompted Peterbilt to restyle most of its class 8 models and give them new designations, including the 379-to-389 described above. The medium-hood 384 and 387 daycabs join the existing long-hood 386 and 387 sleeper models to complete the company's aero tractor lineup, the vocational 365 and 367 trucks replace the current 357 and the 378 truck. The heavy low-cab-forward 320 continues as a trash and concrete-pumper truck. Shorter 36-, 48- and 63-inch sleepers will get premium interiors and amenities (e.g., refrigerators and upscale trim) now found in larger boxes; this will allow customers to downsize sleepers to save cost and weight to offset price penalties of the '08 models, while still pleasing drivers.

EPA '07 Diesels: Every vehicle with an EPA '07 diesel will be titled an '08. Long-nose Class 8 models will use the 15-liter Cummins ISX, from 385 to 565 horsepower, and Cat's C15, from 435 to 625 horsepower, while medium-nose models will have the 11-liter Cummins ISM, from 280 to 450 horsepower, and Cat's C13, from 335 to 430 horsepower. Cummins ISL and Cat C9 diesels will continue as lightweight options. As with Kenworth, Peterbilt's medium- and medium-heavy models will use a new series of Paccar-branded Cummins-built 6.7- and 8.3-liter diesels; Cat's C7 is being dropped.

In spite of the trend to aero tractors, there are many large cars still available. Like other tractors, they are comfortable and quiet, and are almost as nice to live in as motorhomes.

STERLING

Sterling's focus is on regional tractors and vocational trucks. But it's still got a nicely equipped version of the A-Line that approaches large-car status, even with its "automotive" styling. It is directly descended from the Ford AeroMax, acquired 10 years ago along with the entire Ford Heavy Truck product line by Freightliner. Two 68-inch sleepers, a Flat Top Plus and an Aero Bullet, are available.

Other HD models: L-Line trucks and tractors, descended from Ford's Louisville models, are plainer in style and often set up as vocational vehicles. The midrange and baby 8 Acterra is now available with an extended cab, with rear seats or bunks and cargo access doors. Acterras can also be ordered with factory sleepers for use as expedited freight haulers.

EPA '07 Diesels: As part of the Freightliner family, Sterling is standard with 14-liter Detroit Diesel Series 60s in its A- and L-Line 9500 models. Depending on the BBC configuration, the 12.8-liter MBE4000 and Caterpillar C13 and C15 diesel engines are available as options. Power ratings will be the same as with Freightliner trucks. L- and Acterra models designated 8500 will be standard with 7.2-liter MBE 900 diesels rated from 190 to 330 horsepower; Cummins' 8.3-liter ISC with up to 315 horsepower will be optional.

VOLVO

The VT series has what Volvo calls a modern rendition of traditional styling, with sleek lines complementing a massive "muscle hood" needed to house Volvo's own D16 or Cummins' ISX, with up to 600 horsepower. Sleepers are 77 inches long in the VT880, with its high roof, and the VT830, with a roof about 2 feet shorter for use with tankers, flatbeds and other short trailers. There's also a VT800 daycab.

Other HD models: The limo-like VN series includes the VNM (medium-length hood) and VNL (long hood), with several integrated sleeper sizes or as a daycab. The VHD is a vocational truck or tractor using the VN cab with a simpler grille and headlamps, plus heavier duty chassis components. Volvo offers three interior trim levels.

EPA '07 Diesels: Volvo Powertrain has prepared new engines that replace the D12. They are similar to Mack's MP series and are built in Hagerstown, Md. The new D11, Volvo's lightweight engine with 325 to 405 horsepower, will be standard in the VNM and VNL models. The D13, with 335 horsepower to 485 horsepower, is optional in the VNM and VNL, and the only engine used in the VHD vocational truck. The current D16, updated to meet the '07 emissions regs, will be available in the VNL and VT 800 and VT 880. Cummins' ISX will be available in the VT and VNL.

WESTERN STAR

The 4900EX with its extra-long nose is Western Star's principal large car, though other 4900s can be, too, if they want. The Stratosphere sleeper family for the 4900 series now includes 40- and 54-inch sizes as well as an 82-inch Ultra High model, joining existing 68- and 82-inch Stratosphere sleepers. All feature enough headroom for no-stoop standing in the cab and while walking into the sleepers.

Other HD models: The 4900FA (with forward-set steer axle) and 4900SA (with a setback axle) complement the longer EX. The mostly off-road 6900XD, with extra-heavy-duty chassis and driveline components, is used principally in mining and oil field work.

EPA '07 Diesels: As part of the Sterling organization (and therefore the Freightliner family), Western Star makes the Detroit Series 60 standard in its 4900FA and SA, with the MBE 4000 and Cat C13 and C15 as options. The 4900EX and 6900XD are standard with the S60 and available with the C15.

About the author
Tom Berg

Tom Berg

Former Senior Contributing Editor

Journalist since 1965, truck writer and editor since 1978.

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