When it’s available early next year (ordering is open now), the 2014 model-year Cascadia Evolution from Freightliner will offer revisions to Cascadia’s already extraordinary aerodynamics, changes to the common-rail fuel system and a simpler turbocharger setup, which should deliver a 7% fuel savings for the “new” Cascadia. Another significant option is the soon-to-be-available Detroit DT12 automated transmission.
This demonstration unit had more available fuel economy technologies to achieve a test-track 10.67 mpg. To further demonstrate available fuel efficiency, the same truck was employed in an over-the-highway Evolution of Economy Tour, a real-world highway run from
San Diego, Calif., to That truck and driver combo scored 9.31 mpg to prove the updates to the Cascadia could push fuel economy close to the magical 10 mpg. Gastonia, N.C.
Changes to the Cascadia to boost aerodynamic efficiency were developed in Freightliner’s own wind tunnel in
Many of the detail improvements are around the front fascia, with hood and bumper closings to keep air flowing around to the sides and there’s a change to the air dam under the front. A smaller radiator allows less air through, saving some weight as well. Other aerodynamic improvements include subtle change to the windshield seal, a sleeker elliptical shape for the mirrors and an integrated antenna. New chassis fairings and longer side extenders contribute to the lowered drag. Portland, Ore.
The resized radiator is a result of the switch to selective catalytic reduction, which requires less cooling for the still-present EGR on the 2010 DD engines. But at the same time, the new radiator has a revised baffling system for greater efficiency and a new mounting for increased durability.
Those are the basic Evolution changes. But the truck I drove was the ultimate Evolution, with 6x2 drive, ultra-low profile single tires, wheel covers and a trailer with aerodynamic aids created in the Freightliner wind-tunnel but representative of commercially available products. It also had the new Detroit DT12 transmission. Suffice it to say, the electronic controls and the way the transmission talks to the engine make this the ultimate in optimization, for performance and economy.
In this Evolution, the direct transmission is backed up by a Meritor final drive of 2.50:1 in the single drive axle. The tandem is the available Meritor 6x2 setup with a forward drive axle. A loading valve and anti-spin logic provide added traction when needed. It is gaining increasing attention with the 400-pound weight savings and the additional fuel economy from only one set of gears driving.
The ultra-low profile singles on tractor and trailer are by Michelin. They’ve been in the marketplace for 10 years, with more than a million produced. That should be enough to convince anyone they work. And not one went flat on this truck’s coast to coast run. They are as likely as not a major contributor to the outstanding coast-to-coast mileage. Fleets that use them consistently turn in leading fuel economy numbers, and there’s no question that they contribute to fuel economy.
Another fuel economy feature on the evaluation unit is the wheel cover. Developed by Jon Fleck, they really do the job. Easy to fit and work around, they actually deliver a modicum of fuel savings. A modicum here, and a modicum there, and you have a nearly 10 mpg truck.
In the cabIt’s great to climb aboard a really nicely spec’ed cab and sleeper, and this one truly is, though for the sort of application likely for this truck, the dinette sleeper would be my taste. Be that as it may, the 2014 model is little different from the tuck we tested earlier this year, except in dash and controls.
The dash now includes a new instrument cluster with gauges in the speedometer and tachometer, making use of otherwise underutilized real estate. It puts the coolant temperature and oil pressure gauges right there where you want to see them along with a repositioned fuel/DEF gauge. There are in-wheel switches for engine brake and cruise control, and marker light interrupter and flasher. And there’s the new shifter control on the steering column for the Detroit DT12 transmission.
A new switch sets the soft cruise setting the driver feels is most appropriate to his driving style.
On the roadWe were fully loaded sitting in a turnout at Yountville facing southbound through the
Starting out, with a foot planted on the service brake I rolled the direction selector to Drive and leaned on the air valves to release the brakes. All there remained to do was to move the right foot and squeeze down on the throttle. There's no danger of rolling back as there is a creep and crawl feature that will give a slow forward motion even without touching the accelerator. For steeper hill starts a hill-hold feature commanded by the transmission keeps service brakes applied until a torque sensor tells the air brakes to release.
For medium to heavy pedal demand, the transmission responds well, choosing the right gear for the conditions – including the truck weight, which for us was 76,000 pounds – and skip shifting for the quickest or the most economical acceleration. For instance, in one sequence in Economy mode and moderate throttle, the transmission shifted 2, 3, 5, 7 and 8 within about 50 yards.
In the upshifts, there is interaction between the transmission and the engine retarder. The advantage is to punch the shift through as quickly as possible and also to minimize the torque break during the shift. Thus the truck slows less during the shift. Since there is less roll-off of speed, the feature actually saves some fuel – minute maybe, but still a savings. From a driver’s perspective, it enhances the performance – and remember we are still in Economy mode – to get up to speed faster.
Driving in Economy mode, where there is a need for additional performance, there is a kick-down feature at the throttle pedal. You can feel it in action as there is a detent that the driver has to push through, which produces a down shift followed by rapid acceleration from the 455-hp DD15.
In Economy mode, I noticed shifts for the most part between 1425 and 1450 rpms, putting the revs in the next gear precisely on 1000 rpm to make use of the flat 1,550 pound-feet from the 455-hp DD15 of the evaluation truck. In the performance mode, revs drift up to 1600 to 1700 and after an upshift the engine is at 1,300 rpm, where it can make best use of the horsepower curve.
This outbound stretch of highway has regular traffic lights, all seeming to turning red as we approached. But that was no problem: pulling down a notch or two on the shift lever for the retarder. As a bonus, the system is sensitive to how much braking is demanded. In the third (Maximum) demand position, an aggressive downshifting regime brings downshifts to make the retarder work at its peak efficiency.
But even without this feature, as you slow for a light or a corner, the transmission downshifts to be ready for the next acceleration demand.
One of the coolest features is the e-Coast, where the transmission goes to a neutral and the rpms fall to idle when cruise detects no throttle to retain road speed. Truly remarkable is how frequently this feature comes into use. On the rolling highway of I-80 West and East bound, I was astounded to be in and out of e-Coast all the time. On the coast-to-coast Tour early in the year, when this truck scored 9.3 mpg for the trip, the e-Coast mode accounted for around 25% of the total running mileage.
ConclusionIt was hard to imagine how the Cascadia could be improved, it was such a game-changer when it was introduced. But put the new transmission in the Evolution, spice it up with some added aerodynamic aids for the trailer, and you’ve got a package that delivers near magical 10 mpg fuel numbers with the ease and repeatability of the automatic shifting. It’s a combination that’ll be very hard to beat.