New Toyota Tundra’s Recalled for Spun Crank Bearing

[Paystar]

I would NEVER buy an automated manual. An Allison yes,but not any brand of automated manual. I've seen too many stuck on the road, not able to go into any gear because of a stupid little electronic malfunction.
I just recently helped a guy out with a Volvo I-Shift. he was in middle of road unable to move. I climbed up to cab and immediately saw check engine light on.

So I shut his truck off, shut off master switch, then turned everything back on, fired it up and away he went.

No thanks, LOL

 

[Renze]

Love the Allison Automatics for hauling off road. One less chance to f-up a gear or foot slips off the clutch crossing a ditch or through soft ground.

I dont think anybody in Europe builds a converter automatic for heavy trucks... firetrucks and crash tenders get an imported Allison, for commercial applications the fuel penalty (on top of 8x8 or 10x10 trucks) is just too high...

Edit: ZF builds the 8 step Powerline transmission for trucks up to 26 ton GVW

PowerLine - Powershift Transmission

✓ Innovative gearset concept ✓ Benchmark in power-to-weight ratio and efficiency ✓ Fuel savings up to 10% ✓ Tailored to the requirements of special vehicle

www.zf.com

Undoubtedly this is the transmission they sell in the North American OEM market for pickup trucks.. There isnt enough market in Europe to break even on firetruck sales

 

[Hay Dude]

I dont think anybody in Europe builds a converter automatic for heavy trucks... firetrucks and crash tenders get an imported Allison, for commercial applications the fuel penalty (on top of 8x8 or 10x10 trucks) is just too high...

Yeah, I am limited to short hauls. If I was long hauling, I’d want as many gears as needed.
My application is 50 miles or less and a lot of off road stuff.

We did a job last winter with the 4WD dump truck on slippery mud that would have left a manual transmission stuck. The automatic always kept power to the rear wheels and just walked through it.

That muddy trail behind the truck was slicker than owl schid

 

[Renze]

The part you miss is, Scania is not sold here (yet)

I didnt miss that... you guys just miss out on proper software for AMTs for specific purposes such as offroad or extreme haulage. Writing software that works acceptable for 80k pound long haulers just isnt the same. We had AMTs here since Mercedes-Benz introduced the EPS, electronic powershift, in 1989 which wasnt a powershift but the first AMT. That means 35 years here in on-road haul, but heavy haulage and dumptrucks were conventional shift (that means in Europe: 16 speed sychromesh, air assisted shift, fully air splitter and range, and air assisted clutch) untill... well maybe 10 years ago, because it wasnt developed up to a level that it handled extreme heavy haul and offroad.

They even put the ZF automated manual in telescopic cranes.

ZF used to offer an optional torque converter on their 16 speed manual, for heavy haulage, with lockup in all other gears but 1st. I dont think they still do because the AMT prevents misuse so it doesnt need the added expense of a torque converter, only for positioning the load or taking off on hills.

Things may change at some point but not in my lifetime or yours.

Things change sooner than you think. Under hood, all North American trucks already deploy a European developed engine (Paccar = Daf, Volvo/Mack = Volvo, Freightliner/Detroit = Mercedes Benz, Navistar S13 is Scania/MAN (in fact since the early MaxxForce 13, Navistar was building on a MAN licensed block, just with the wrong emission tech) If you want an American engine design you need to order the Cummins option.

I was never thrilled about being first on the scene in an accident, with the radiator cap. never was.

When i see that most cabs on long nose trucks marked as "classic line" are still riveted together, like a 1950s airplane, i see why you feel that way: Are they even crash tested ?
We had long noses in Europe for decades. When length regulations made cabovers more economical and they disappeared, nobody complained about safety, only about aesthetics... Because safety was never an issue here, when they crashed them into each other.

 

[Paystar]

Only my own personal feelings, but European class 8 trucks are like electric cars to me. They have zero appeal to me.

I like the old North American iron, with manual transmissions.

I can't even stand new North American trucks. Look at Western Star. You can't even get a 6900 anymore since they discontinued steel cabs to turn Stars into aluminum can Freightliners with the new X series.

The C500 Kenworth is the last real severe duty truck. And it almost got discontinued until more orders started coming in.

 

[Renze]

Only my own personal feelings, but European class 8 trucks are like electric cars to me. They have zero appeal to me.

Many here in Europe assume that North American trucks are big and luxurious. Untill you ask the driver of a heavy equipment company that imported one as a driving businesscard, to sit behind the wheel: Then you realize its cramped, spartan and 15 years behind European trucks... (sorry)
For me the same thing: These trucks look cool but i wouldnt want one for work, they only appeal my eye.

I like the old North American iron, with manual transmissions.

We have truckers who prefer old school here too. Unfortunately for them, without the latest emission stage, they arent allowed to do government work, or arent allowed on the premises of the sugar beet processing plant.

Some older trucks are kept to haul own equipment to non-governmental jobsites

The C500 Kenworth is the last real severe duty truck. And it almost got discontinued until more orders started coming in.

what versions ? I read in the brochure that they start with 40k tandems, or 18.15 ton. While 19 ton is standard duty in Europe.
For construction,
Volvo builds the FMX
Mercedes the Arocs
Scania the XT
Renault the Kerax
Iveco the Trakker

Severe duty, we are talking offroad mining haul trucks with 20 ton axles.

GINAF Mining: Your dedicated partner in world wide mining activities

High payloads with compact fuel saving drivelines, easy maintenance access and smart operator assistance all contribute to the best operational performance.

ginaf-mining.com

Or ADTs with flatbed or 5th wheel are used throughout the world, when contractors operate internationally...

 

[Paystar]

Many here in Europe assume that North American trucks are big and luxurious. Untill you ask the driver of a heavy equipment company that imported one as a driving businesscard, to sit behind the wheel: Then you realize its cramped, spartan and 15 years behind European trucks... (sorry)
For me the same thing: These trucks look cool but i wouldnt want one for work, they only appeal my eye.


We have truckers who prefer old school here too. Unfortunately for them, without the latest emission stage, they arent allowed to do government work, or arent allowed on the premises of the sugar beet processing plant.

Some older trucks are kept to haul own equipment to non-governmental jobsites


what versions ? I read in the brochure that they start with 40k tandems, or 18.15 ton. While 19 ton is standard duty in Europe.
For construction,
Volvo builds the FMX
Mercedes the Arocs
Scania the XT
Renault the Kerax
Iveco the Trakker

Severe duty, we are talking offroad mining haul trucks with 20 ton axles.

GINAF Mining: Your dedicated partner in world wide mining activities

High payloads with compact fuel saving drivelines, easy maintenance access and smart operator assistance all contribute to the best operational performance.

ginaf-mining.com

Or ADTs with flatbed or 5th wheel are used throughout the world, when contractors operate internationally...

Mining and logging. Star 6900 and KW C500 were the last of the steel hood, triple frame with planetary axles.
The mine I'm at had a few 6900's but just ordered 3 C500's with 110,000 planetary rears.

 

[Hay Dude]

It’s really pretty sad what happened to Mack.

 

[RayIN]

Hummf. I've been a Chevy man all my life. I bought this 2013 Silverado 5.3 new. It had 86,xxx miles on it and began leaking oil from the pan gasket and oil filter adapter housing fit to block.
I retorqued the pan bolts and housing bolts; no joy.
Took it to the Chevy/GM dealer and they quoted me $3,600 to pull the engine, and replace the gaskets.
I said no thanks, I'll just drive it this way and add oil as required. Perhaps the oil puddles it leaves will be good advertisement for GM.

I forgot to include the reply from the service manager.
He told me around 85,xxx miles was when those trucks began to leak oil.
I might have to swallow my pride and buy a different brand next time.

 

[Renze]

Mining and logging. Star 6900 and KW C500 were the last of the steel hood, triple frame with planetary axles.
The mine I'm at had a few 6900's but just ordered 3 C500's with 110,000 planetary rears.

Planetary end reduction is standard here on anything above 11.5 ton or 25.350 pounds.
All above mentioned construction trucks in Europe have planetary reduction, and 13 or 14 ton axles even though 19 ton is legally permitted on tandems.

And 110k is 50 ton, is that tandem or triple ? Because AFAIK Freightliner uses Sisu planetary axles if any

Rigid Axles - Sisuaxles - Professionals in axles

Available in single – tandem – tridem combination. Single or dual tyre mounting. Deeper ratios and higher weight ratings for slow moving applications.

www.sisuaxles.com

Here in Europe, single order heavy duty oul field trucks are the domain of Titan which uses Mercedes components

In the old days there was Berliet, later taken over by Renault which is now Volvo. With a Clark box and Cunmins VT1810 V12 it was the worlds biggest truck in 1957. Neither of them still builds trucks this big.

 

[Renze]

It’s really pretty sad what happened to Mack.

You mean their E7 replaced with Volvo engines ?
Renault owned them before Volvo bought Renault Vehicules Industrieles.. If you rip the Renault badge off a valve cover, theres Volvo written underneath.

Most brands of trucks were bought out and consolidated here, in the 60s. Britain had lots, and now their ERF and Foden are rebadged Daf, all under Paccar. Germany had several dozen of brands, now only two..

 

[Paystar]

I forgot to include the reply from the service manager.
He told me around 85,xxx miles was when those trucks began to leak oil.
I might have to swallow my pride and buy a different brand next time.

Don't matter what you buy. They're ALL junk now. So just keep getting what you like and roll the dice, LOL

 

[Paystar]

Planetary end reduction is standard here on anything above 11.5 ton or 25.350 pounds.
All above mentioned construction trucks in Europe have planetary reduction, and 13 or 14 ton axles even though 19 ton is legally permitted on tandems.

And 110k is 50 ton, is that tandem or triple ? Because AFAIK Freightliner uses Sisu planetary axles if any

Rigid Axles - Sisuaxles - Professionals in axles

Available in single – tandem – tridem combination. Single or dual tyre mounting. Deeper ratios and higher weight ratings for slow moving applications.

www.sisuaxles.com

Here in Europe, single order heavy duty oul field trucks are the domain of Titan which uses Mercedes components

In the old days there was Berliet, later taken over by Renault which is now Volvo. With a Clark box and Cunmins VT1810 V12 it was the worlds biggest truck in 1957. Neither of them still builds trucks this big.

The Stars have Axle Tech, which used to be Rockwell. Axle Tech and Sisu are the only two that can be ordered in Canada as far as I'm aware.

 

[Renze]

The Stars have Axle Tech, which used to be Rockwell. Axle Tech and Sisu are the only two that can be ordered in Canada as far as I'm aware.

Daf nowadays uses Meritor. Their own 13 tonne planetary axle was introduced in the early 80s, and was dominant in the then evolving tractorpulling scene in Holland. Rolls Royce Griffon in front and 30.5R32 tires on the back (the big Tundras werent around untill the mid 80s, let alone the Michelin 1050s) and they held.

6 or 7 years ago i saw a Scania 164 V8 puller truck, estimated 2500hp, with a Daf 13 ton axle. Thats blasphemy to Scania enthusiasts, but hey, they needed a cheap axle that kept together

Off course the market has moved away from planetary reduction: when i was a kid, they even put them on garbage trucks to save the clutch at this start/stop work (yup, no Allison) so they arent as commonly available as they used to. Nowadays garbage trucks have an AMT with low 1st gear, and the fuel penalty of a planetary axle is avoided.
Off course modern truck engines have max torque between 1000 and 1600rpm, while 40 years ago the turbo would barely spool up under 1600rpm. That has decreased the need for ultra low gear reductions too. Plus, a crawl gear in the main gearbox costs less fuel than a planetary reduction..

Planetary reductions nowadays are found on construction vehicles and heavy haulage above 80 ton, in Europe.

Oh, a good story from my old neighbour who drove a garbage truck: the pencil pushers at the officr thought they could move a 25 ton garbage truck with a 7 liter engine if it had an Allison, it would cost the same as an 11 liter with an AMT.
Drivers hated it, because when they had the PTO engaged the truck would auto idle at 1200rpm. And at 1200rpm the Allison would not have enough output torque to climb a kerbstone ! So they often had to disengage PTO to be able to manually throttle over a kerbstone or one of the many speed bumps in small inner city streets.
Next to that, blending in after the on-ramp driving back to headquarter, you required a death wish. The highway crossing the city is elevated so that the small roads can pass underneath it every 500 meter or so. But if they had to climb onto highway level from a standstill with 25 ton and 270hp they could just hit 35mph at the end of the blend-in lane, do they could either emergency brake and wait till rush hour was over, or steer into the lane hoping that other traffic would move over.

 

[Renze]

Axle Tech and Sisu are the only two that can be ordered in Canada as far as I'm aware.

Not sure, but i think those Titan oilfield trucks use Kessler axles. Kessler is big in AT crane axles, among others, Liebherr uses them.

Specialist in Custom Axles, Transmissions & Drives

Kessler + Co is a specialist for customer-specific axle solutions, transmissions, and drive systems, based on a proven modular system.

kessler-co.com

They dont make on-highway axles: you just cant build mass produced, cheap to the cent but still reliable, within the same corporate culture as bespoke, heavy duty, using extra steel in the limited production numbers is cheaper than engineering weight savings to the gramme, heavy duty limited production axles.

Thats why i think sooner or later a small scale specialty builder will jump in and build these severe duty trucks instead of Western Star, which is held back too much by the corporate structure and mass production mindset that the FL mothership has...


For the same reason, Agco quit Terra Gator just after modernising their entire product line up. Then Ploeger/Oxbo hired the former Terra Gator product manager/sales chief and started building slurry trikes: As a builder of harvest machines, with a peak during summer to get products moved to the fields in autumn, the peak of slurry machines in winter to move them in the field in spring, fit their production scheme voids like a glove. As well as the production numbers that come with specialty machines fit Oxbo/Ploeger much better than Agco.

 

[Hay Dude]

I didn’t know Cummins owned Meritor.

I have a Meritor 16K front axle and a Meritor 30K rear axle with driver controlled locking differential in my IH-7500.
My transfer case is also a Meritor MTC 4210.
And of course the Allison RDS 3000 5 speed with PTO provision.

 

[Hay Dude]

Don't matter what you buy. They're ALL junk now. So just keep getting what you like and roll the dice, LOL

Really, that’s sad but true.
I cannot believe how unreliable and complicated things have gotten. Even now, they still have trouble with reliability and high operating costs.

 

[Renze]

I didn’t know Cummins owned Meritor.

Whatever the future brings: more decades of diesels, or natural gas or hydrogen combustion, fuel cell or battery electric: The trucks of the future will need to be powered either way.

The safest bet Cummins could make for the next century, is bet on the entire power system between gas pedal and wheel. Whatever it is going to look like in the future.

 

[ruffdog]

The Tundra's are still having engine problems. This one didn't even get 2k miles on it and needs an engine.

So, I Just Bought a 2025 Toyota Tundra TRD PRO Hybrid, Headed Out to Maryland, Made it 400 Miles and the Engine Locked Up With Only 1,528 On My Truck

 

[sd455dan]

Really, that’s sad but true.
I cannot believe how unreliable and complicated things have gotten. Even now, they still have trouble with reliability and high operating costs.

Hopefully the new fuel agnostic B 6.7 Cummins will be a winner which I believe it will be since they build/built great 5.9's and 6.7's not to mention the larger engines.

Cummins 6.7-liter gas engine part of new fuel agnostic strategy

Fuel agnostic Cummins engines reduce carbon

www.ccjdigital.com

Makes me think of the Ford world series tractor engines, build the diesel first, test the daylights out of it, and then make a head for the gas or propane version.

If it can live a long life as a diesel with the increased compression required, for gas use reliability- the engine is already overbuilt.