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Even with a roomy sleeper, this T680 scales at just 14,200 pounds, making heavy payloads possible.
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New features displayed at truck shows and announced separately cut weight, add ruggedness and utility.
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Things can get confusing when a truck is down and a part is needed to complete a repair. Which part is right in a given situation can be hard to tell, and often it has nothing to do with whose name is on the box the part comes in..
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With all of the advancements in the past 5-10 years, there is a strong case, both financially and in terms of sheer practicality, for fleets to evaluate and spec advanced safety systems on their trucks today.
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A $30,000 self-driving kit available as an aftermarket retrofit for existing trucks... strikes me as something pretty remarkable.
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You want to develop a satisfied workforce of drivers who view their employer as a committed partner rather than the highest bidder at the moment. It’s not easy. It requires not just the efforts of the recruiting department, but the engagement of top management.
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As engine platforms go, Cummins' ISX has to be considered slightly remarkable. It survived the transition to EGR and then to SCR aftertreatment -- while several other engines did not -- and it's still very much alive and kicking today.
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Amy Kartch, director of North America Vehicle Group Aftermarket for Eaton, shared her thoughts on the major issues facing the aftermarket, what Eaton is doing to help overcome those challenges, and what she sees for the future.
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In truck, rail tankers and beyond, Chemically Bonded Phosphate Ceramics can stop corrosion, improve safety, extend equipment life and minimize maintenance and downtime.
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Yes, it’s a worthy goal to improve the environment and public health by reducing emissions. But you can’t blame trucking for looking at proposals to further cut NOx with a good bit of trepidation.
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