As
predicted in my September column in Diesel Progress magazine, the Paccar MX13
that debuted at the IAA in
The MX13 features
an all-new common-rail injection system, accounting for the model name change from
the MX12.9 previously. Gone is the somewhat antiquated unit-pump system,
replaced by a full-blown common rail fuel injection system. Running at 2,500
bar (36,000 psi), it is one of the highest rail pressure injection systems so
far. Higher pressures provide the finest fuel atomization along with
multi-event injections for improved fuel economy and lower noise, both attributes
of the current MX12.9. So the new engine is good news for the Paccar brands.
With its
new injection system, the MX becomes a thoroughly modern diesel with ratings
starting at 380 hp and peak torques up to 1,450 pounds-feet for North America .
The engine
debuted in Europe in the heavily remodeled DAF
XF105. That truck is mostly new under the skin but the cab structure – the
biggest in the industry, says DAF – is unchanged though thoroughly updated. The
model change is to bring the tall, cabover XF in line with the upcoming Euro 6
emissions requirements that will hit European customers early 2014. But in line
with European practice, the new models are introduced ahead of time so
customers can realize the benefits of the required new technology as soon as it
is available.
In the case
of the XF105 with its new MX13 engine, these benefits include improved fuel
economy along with an improved driver experience for recruitment and retention,
issues in Europe as much as they are here in the United States
The benefits of
early adoption of the new emissions level are societal as well, as the new,
cleaner technologies get to the market earlier and in larger numbers than is
the case in North America, where the last three technology jumps to meet
emissions have seen a pre-buy of older technology and a slower post-buy of
cleaner engines.
