When is new transmission being released?

[HVAC2]

I'm betting on ZF. It's been a huge success for ram and no issues that I know of in the half ton series and only praise in the HD gas versions.

 

[HVAC2]

Can we just skip all the transmission talk and go diesel electric already?

To me it makes so much sense to hybridize a HD. Small turbo diesel. Big generator and battery. 2 or 4 motors on each wheel.
I bet mileage could be increased 20 to 30%.

Toyota could do it. A Sienna hybrid vs a Honda Odyssey. 19mpg vs 36mpg.

 

[Ozymandias]

Hybrids only safe fuel if people are willing to plug them in as often as possible, if they don't do that they use more fuel then a comparable Gas vehicle because of their heavy curb weight.

 

[HVAC2]

Sienna is not a plug in. Virtually doubles the city mileage of a mini van. In fact it is 36 both city and highway. So it's always assisting the small gas engine. Seamless, just drive it and at slow speeds it can be all electric. I might buy one. It just seems to me a good transition to all electric, but then again I know little to nothing about everything. BEV is not an option for us who tow. No lightning or cyber truck or Rivian can do what we need A hybrid could be.

 

[bcbender]

Just got 26 out of the Oddessy last weekend running 500mi each way to PA on I-81 @ 80mph ave.... As Ozy said, Hybrids do well in city stop and go situations but are much less attractive on the highway as the downsized power train has to work much harder. Owners need to leverage and understand regenerative braking to achieve high numbers... As for our trucks, I think it'll be awhile, as mentioned the place you need power for towing MAX GVWR is sustained and batteries will not be able to keep up.. Med Duty delivery trucks are a good fit, again stop and go with regen braking and small ICE to sustain / top off batteries, not for long distance highway... yet

 

[HVAC2]

Just got 26 out of the Oddessy last weekend running 500mi each way to PA on I-81 @ 80mph ave.... As Ozy said, Hybrids do well in city stop and go situations but are much less attractive on the highway as the downsized power train has to work much harder. Owners need to leverage and understand regenerative braking to achieve high numbers... As for our trucks, I think it'll be awhile, as mentioned the place you need power for towing MAX GVWR is sustained and batteries will not be able to keep up.. Med Duty delivery trucks are a good fit, again stop and go with regen braking and small ICE to sustain / top off batteries, not for long distance highway... yet

Interesting. The Honda is much better looking!

 

[Jim W]

To me it makes so much sense to hybridize a HD. Small turbo diesel. Big generator and battery. 2 or 4 motors on each wheel.
I bet mileage could be increased 20 to 30%.

Toyota could do it. A Sienna hybrid vs a Honda Odyssey. 19mpg vs 36mpg.

You have read what Volvo reported on electric vehicles have you not?

Volvo says electric car making emissions are 70% HIGHER than petrol

Volvo states that the car breakeven point is approximately 68,400 miles, before it offsets what emission are produce during production. A lot of "GREENIES" do not understand how the RARE EARTH METARIALS are mined and produce. They just look at the end product and say we need this.

Another item is that the battery will weigh so, much you will not have any payload or towing ability in any Hybrid or EV machine. All of the frame and axle/tire loading capability will be used to support the battery weight.

Just my common $0.02 sense from an engineering stand point.

 

[JR]

And yet they (Volvo) lead the way in PHEV production and second in BEV
Typical corporate speak, play both sides of the field depending on the audience in front of you.

Volvo has the most complete range of Plug-in hybrid cars available today.

https://www.volvocars.com/us/about-volvo/human-innovation/electrification/plug-in-hybrids

 

[lpennock]

Even if the break even point it 68k miles there are advantages to electric. You can shift from a distributed emission generation model to a more centralized model. Cleaning a single larger producer is easier than cleaning a bunch of small producers. Other study's show that in almost all areas the electrification is a net gain.

https://www.bbc.com/news/science-environment-51977625

 

[rrnut-2]

It will be interesting to see when this pickup comes to market. https://www.atlismotorvehicles.com/xt

 

[HVAC2]

Even if the break even point it 68k miles there are advantages to electric. You can shift from a distributed emission generation model to a more centralized model. Cleaning a single larger producer is easier than cleaning a bunch of small producers. Other study's show that in almost all areas the electrification is a net gain.

https://www.bbc.com/news/science-environment-51977625

Big advantage is over 10k fewer parts.

 

[petersonj]

IMHO it's about reducing RPM spread between gears. If the trans is robust, I would be fine with 8 or 10 speed trans.

This is exactly what it should be about. It seems crazy to me that high rpm gasoline engines are getting eight and ten speed transmissions which are less needed because of the wide engine rpm operating range, but the high torque, low rpm Cummins diesels are still only getting six gears currently.

- John

 

[Ozymandias]

The main problem is - almost everyone claims that there is ONE solution that covers everything - and that is just not true.

I think for commuting like 20mi or city traffic an electric car is just great, simple said. It's a real good thing.
But for OTR, Farming, Airplanes, Containerships and so one we will need fossil energy for a long time to come.

And Biofuels are the worst, using food to run a car is totally wrong in my sight.
But also here - using Waste to make Biofuel is a good thing.

There is simply no Black or White - the World is Grey.

 

[mwilson]

A couple thoughts where this has surfaced again..

We service a fleet with several Hybrid Eaton drive systems.....
(1) Battery Pack is $7,000.00 plus...
(2) Battery Pack core is hazardous and takes weeks to find a carrier that will pick it up. Plus I have to train a Shipper to be certified for the paperwork preparation and to sign off on the shipment.
(3) Road treatment chemicals cause a myriad of issues with the additional wiring.
(4) Severe risk of electrocution if the tech misses a step...

Careful what you wish for....

 

[mwilson]

It still baffles me that people want to blow right right by the beauty of a slow turning high torque 6 cyl diesel engine and make it shift like an under powered no torque 350 small block....

To each their own, but I prefer less shifts. I will let off the throttle just a hair to keep a shift from occurring and let that torque flow. Watch the pyrometer and let it work like it's supposed to. Making that Cummins shift a gazillion times makes no sense.

Mack built thousands of Maxidyne power combinations for Class 8 duty with a 5 SPEED transmission only. Bullet proof.
Even by the truck manufacturing standards of the 1960s, diesel power with a matching 10-speed manual transmission was inefficient. Mack wanted an engine that provided the best use of maximum output at any speed. Mack also needed a transmission to match the engine to reduce shifting. The Maxidyne ENDT-675 solved those problems. Mack introduced the Maxidyne in 1966 for the 1967 model trucks. The Maxidyne developed 237 horsepower with its torque peaking at 1,200 rpm and a powerband capable of cranking horsepower up to 2,100 rpm. The engine provided a low-end torque rise of up to 52 percent for an extra push under heavy loads at low speeds. Mack accomplished this by modifying the diesel engine’s fuel system and adjusting the turbo pressure. The standard of the 1960s was about a 20-percent torque rise, while in 2011 truck makers target 35 percent as the optimum torque rise.
While the Maxidyne offered optimum horsepower at any speed, the engine needed a transmission to transmit the power to the wheels without excessive shifting. For Maxidyne-powered trucks, Mack dropped its tough 10-speed transmission for the five-speed Maxitorque TRL 107 Series transmission. It featured a novel lightweight, compact, triple-countershaft design with the highest torque rating in the trucking industry. It was only two-thirds the size of its competitors’ transmissions. The transmission allowed the Maxidyne engine to propel a heavily ladened truck at 50 mph in fifth gear on a 6-percent grade and downshift just one gear. The truck could crest the top of a 6-percent grade at about 25 mph in fourth gear.

 

[bcbender]

All the greenies and political hacks like to focus on the very small contribution that the actual vehicle emits.. its a easy target.. nobody wants to have a truthful discussion about how much emissions are from the minute the oil (ICE vehicles) or coal (BEV) is discovered until the car is ultimately recycled.. Don't get me started about where all these toxic batteries are going to end up when they are EOL.

 

[Cummins12V98]

I am so tired of hearing more gears are better behind the CUMMINS 6.7. I tow heavier than most at 35k combined West Coast and the small difference in rpm’s between my gears works just fine. 6th or 10th gear is the same and is where I tow 95+% of my towing.

Personally I will stick with the dependable AISIN measly 6 speed.

 

[mwilson]

Took 5 minutes and did a yard survey at this dealership I'm at today....looked a five brand new M2 Freightliners, all Cummins powered. At least four have the 6.7.

Beverage Body
Dry Van
Single Axle Tractor
Refuse Body
Tandem Axle awaiting a body and third axle...

All have Allison 6 speeds....these trucks all have to work for a living and are specced with durable powertrains.

Just sayin'....

 

[DHayden]

Took 5 minutes and did a yard survey at this dealership I'm at today....looked a five brand new M2 Freightliners, all Cummins powered. At least four have the 6.7.

Beverage Body
Dry Van
Single Axle Tractor
Refuse Body
Tandem Axle awaiting a body and third axle...

All have Allison 6 speeds....these trucks all have to work for a living and are specced with durable powertrains.

Just sayin'....

We have KW single axle trucks with box and they tow a modest 12k trailer. They have the 6.7 cummins and Allison 6 speed. They are pigs. We have to climb steep hills on dirt roads at slow speed and they take about 10 minutes to get up to 65mph on flat asphalt. I would like the new Allison 9 speed in these trucks over the 6. They both serve their purpose but as said earlier, one size does not fit all.

 

[kthaxton]

There is one important point to remember when comparing the pollution comparisons of cars being driven vs cars being manufactured. Solid wastes and water emissions can be captured and controlled/treated/recycled, air emissions cannot be captured once released. Once those emissions are out there....they're out there for all of us to be exposed to.
Within reason, an increase in solid and liquid wastes, is a beneficial trade off for reduced air emissions.