Fuel Smarts

Eaton AMTs come with a choice of a dash-mounted keypad shift control or the more driver-friendly cobra-head shift selector.

Articles

The Automated Revolution is Real

After 20 years on the fringes of the heavy-duty transmission world, the switch from sticks to semiconductors may be reaching the tipping point.

Articles

Bob Sliwa’s 3rd Aero Project Has Shell’s Backing

The StarShip tractor-trailer will get mpg that's "better than anyone else," but the former owner-operator, whose work with aerodynamics goes back to the 80s, is not announcing a target number.

The diesel and original manual transmission are replaced by a Power Control and Accessory Subsystem and a pair of inverter-charger units. They convert 220-volt AC power during charging to 360 volts DC for storage in the batteries, and back to AC to power two electric motors (green in the illustration) that run through an Eaton UltraShift 10-speed automated transmission. Motors use as much as 150 kilowatts to make up to 400 peak hp and 880 lb-ft.

Articles

Driving on Kilowatts

From a distance, this green tractor looks pretty much like any other International ProStar daycab. But the powerplant is very different. Senior Editor Tom Berg drives the TransPower battery-electric tractor.

Photo courtesy of Today's Trucking

Articles

Emissions Yesterday, Today and Tomorrow: Waste Heat Recovery

Waste heat recovery systems are being developed by engine makers but are they the worth the compromises they bring in the name of more efficiency?

The third generation of TransPower’s ElecTruck powertrain includes four large battery boxes hung from frame rails and another mounted behind the cab.

Articles

Trading Diesel for Kilowatts

In California, electric vehicles’ zero tailpipe emissions are golden, that’s why Transportation Power Inc. has been designing and testing battery-electric heavy drayage and yard tractors.

Testing the engine as a component rather than separate from a vehicle could be a better solution for meeting strict emissions standards. Photo courtesy of Today's Trucking

Articles

Emissions Yesterday, Today and Tomorrow: One Test or Two?

Allowing a manufacturer to focus on improving an entire vehicle - instead of just the engine - could reduce operating costs while still meeting efficiency standards.

Adjusting to Phase 1 of the fuel economy and greenhouse gas regulations may have eased the coming transition into Phase 2. Photo via Freightliner

Articles

Emissions Yesterday, Today and Tomorrow: Apples and Oranges

Adjusting to Phase 1 of the fuel economy and greenhouse gas regulations may have eased the coming transition into Phase 2. Part 3 of a webXclusive series.

Photo: Evan Lockridge

Articles

Emissions Yesterday, Today and Tomorrow: Changing the Focus

A great deal of controversy already surrounds this next phase of the fuel economy and GHG reduction effort, as President Obama demanded in February of last year.

EPA 2010 emissions standards created exhaust gases so clean they no longer blacken the stacks. Photo: Jim Park

Articles

Emissions Yesterday, Today and Tomorrow: Where We've Been

An in-depth look at the emissions regimes that we have now and will see in the future. Part one of a WebXclusive series.

Martin Energy truck powered by DME in pilot program.

Articles

When Will We See DME-Powered Trucks?

Although interest in alternative fuels has cooled down a bit as diesel prices have dropped, supporters of dimethyl ether, or DME, still believe the alternative fuel has a bright future.

USEFUL WHITEPAPERS
How the Right Diesel Fuel Additives Can Save Your Fleet Money
Diesel fuel additives are among the most powerful and cost-effective tools a fleet manager can use to keep their fleet up and running. Not every additive does the same thing—specialized formulas can help clean fuel systems, prevent gelling, or keep the fuel flowing in the coldest temperatures. Some OEMs recommend that additives be used to keep trucks operating at peak efficiency.
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