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Isuzu » FTR

Isuzu Commercial Truck of America, Inc., distributor of low cab forward trucks, has announced its all-new entry in the Class 6 medium-duty truck segment — the 2018 Isuzu FTR — on May 8, 2017. “We believe that the all-new FTR is the truck of the future,” said Shaun Skinner, president of Isuzu Commercial Truck of America. “This truck’s combination of low-cab-forward design, Class 6 GVWR, and four-cylinder diesel engine gives it fantastic maneuverability, the ability to carry more cargo than a conventional Class 6 truck, and outstanding fuel efficiency." The FTR is powered by Isuzu’s 4HK1-TC 5.2L turbocharged four-cylinder diesel engine — a first in the segment, according to the truckmaker. It generates 520 lb.-ft. of torque and 215 hp and carries a B10 durability rating of 375,000 miles — meaning that 90% of engines should reach that mileage before requiring an overhaul. The truck has a gross vehicle weight rating of 25,950 pounds. Eight wheelbase lengths, ranging from 152 to 248 inches, accommodate bodies from 14 feet to 30 feet, allowing for a wide variety of body applications. The new truck assembly plant where the FTR is being produced represents a $6.5 million investment and has already brought new jobs to the Michigan workforce.

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BYD » Class 8 Battery-Electric Refuse Truck

BYD's new Class 8 battery-electric refuse truck represents the first heavy-duty refuse truck designed and built by an original equipment manufacturer and is 100% battery electric. The company formally introduced the truck at ACT Expo on May 3, and it is now available for purchase and deployment. BYD’s 10-ton payload refuse truck provides 76 miles of range with minimal battery degradation. The truck is a cab and chassis platform, which includes the batteries, high voltage control system, all-electric propulsion system, and electric power take off (ePTO) for powering the hydraulic system to operate the refuse truck bodies. This platform is designed to integrate with all of the major refuse truck body builders in North America and can be configured as a side loader, automated side loader, front loader, rear loader, or roll off. Because the entire system was designed with electric propulsion in mind, the vehicle features optimized efficiency, maintenance, and usability throughout its life, according to BYD. Fleet managers can expect more than $13,000 of operational cost savings annually based on service routes of 60 miles per day/five days a week. These savings are due to high-efficiency electric motors and motor controls, as well as lower maintenance on propulsion systems, fewer fluids to change, less brake wear due to regenerative braking technology, and fewer moving parts. Manufactured in California, the BYD refuse truck is compliant with FMVSS and CMVSS regulations. The BYD battery-electric refuse truck can charge at 40 kW, 80 kW, 100 kW, or 200 kW rates, requiring between one and five hours to charge depending on the power interface used. BYD’s refuse truck battery technology allows for a projected 80% capacity after 5,000 cycles, or 14 years if charged every day.

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KamAZ » K-78504 'Platform-O'

The 4-axle KAMAZ K-78504 prototype with an armored cabin was created for the Defense Ministry's needs under the project 'Platform-O'. The first prototype was made by 'RemDiesel', which is a subsidiary company of KAMAZ holding. It can work in combinations with special trailers with a GCVW from 90 to 165 tonnes. The main purpose of creationg of 'Platform-O' range is to replace heavy duty vehicles made by MZKT in Belarus.

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KamAZ » K-7350 'Platform-O'

In 2017, KamAZ subsidiary company 'RemDiesel' showcased a new prototype K-7350, which is a part of 'Platform-O' military range. This is the 8x8 chassis for special heavy equipment. The main purpose of creationg of 'Platform-O' range is to replace heavy duty vehicles made by MZKT in Belarus.

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Hino » 500-series Wide Cab

Hino launches the new 500 Series wide-cab models in 2017. Despite the somewhat confusing wording that can infer these trucks have a new, wider cab, the cab actually retains the same generous dimensions of the first 500 Series wide-cab models launched a decade ago. There is, however, no confusion in the release of a model range, with a swathe of new and highly functional features including enhanced 8- and 9-litre engines, expanded manual and automatic transmission options, numerous drive train developments, improved chassis design, and safety advances headed by the standard fitment of a Wabco vehicle stability control (VSC) system in all models. The new trucks are easily distinguished from the outgoing wide-cab models and, likewise, from the FC, FD and FE medium-duty specialists sporting Hino’s narrower ‘standard cab’. The most notable external change is in a bold, dark grille but there are also relatively subtle changes in areas such as cab steps. On the inside, the changes are less apparent, with a new radio and redesigned digital dash being the most obvious. However, it’s underneath where the greatest changes have been made, led by further development of Hino’s 7.7-litre J08E enginee and its 8.9-litre stablemate, the A09C. In the case of the 6-cylinder J08E, maximum governed engine speed and compression ratio have been raised to deliver peak outputs of 206kW (280hp) at 2500rpm and top torque of 883Nm (651lb-ft) at 1500rpm. Depending on the model, transmission choices are an Allison 6-speed auto, Hino 6-speed manual, or an Eaton 9-speed directdrive manual. As for the A09C, also a 6-cylinder layout, Hino says it contains a new turbocharger, revised water pump and cooling fan, and a swap from Bosch to Denso common-rail fuel injection. It’s an engine offering two performance ratings starting with 235kW (320hp) and 1275Nm (940lb-ft) coupled to an Allison automatic transmission, and a lively 257kW (350hp) rating supported by a potent 1422Nm (1049lb-ft) of torque stirring through a Hino 9-speed overdrive synchromesh transmission. Both engines greatly benefit from the adoption of an SCR emissions system instead of the previous EGR and diesel particulate filter combination to achieve Euro 5 emissions compliance. Several of the models provided for drives during the launch of the new trucks were equipped with the Hino 9-speed synchromesh manual shifter. Akin to Hino’s light-duty hybrid model, manual versions of the new 500 Series trucks are also equipped with an engine stop-start system to enhance fuel efficiency by switching the engine off when it would be otherwise idling. Importantly, the new models also have a wider front axle with a tighter wheel cut angle, while at the back end electronically controlled air suspension (ECAS) is available on models with Hendrickson’s HAS air bag rear suspension. A quick summary of the model line-up is: • FG 1628 4x2: A 280hp (206kW) unit with the choice of a 6-speed manual or 6-speed Allison auto, and ratings of 16 tonnes GVM and 32 tonnes GCM • FL 2628 6x2: A 280hp (206kW) model fitted with the 6-speed Allison auto, and weight ratings of 26 tonnes GVM and 38 tonnes GCM • FM 2628 6x4: Another 280hp (206kW) model but offering an Eaton 9-speed manual or the 6-speed Allison. Ratings are 26 tonnes GVM and GCM of 33 tonnes with the auto box and 38 tonnes with the manual • FM 2632 6x4: A model with 320hp (235kW) and the 6-speed Allison auto. Ratings are 26 tonnes GVM and 36.5 tonnes GCM • FM 2635 6x4: Flagship of the range, this 350hp (257kW) six-wheeler is coupled to Hino’s 9-speed overdrive manual transmission. Weight ratings are 26 tonnes GVM and 45 tonnes GCM • GH 1828 4x2: This 280hp (209kW) model has the choice of an Eaton 9-speed manual or 6-speed Allison auto, with a standard GVM of 16 tonnes and an optional 18 tonnes. GCM is 38 tonnes • GH 1832 4x2: A 320hp (235kW) model coupled to the 6-speed Allison auto, and also offering two GVM ratings of 16 tonnes and an optional 18 tonnes, along with a GCM of 38 tonnes • GH 1835 4x2: The ‘flyer’ of the pack with 350hp (257kW) and Hino’s 9-speed overdrive manual. Again, there are two GVM ratings of 16 and 18 tonnes, and GCM of 38 tonnes.

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