CLASS - Peterbilt Trucks | Peterbilt Motors Company · REBUILDING A BRAND New Peterbilts — pushing 10 MPG — help resurrect a familiar carrier 6 CLASSFIRST FALL 2014 Volume 34

REBUILDING A BRANDNew Peterbilts — pushing 10 MPG — help resurrect a familiar carrier 6

CLASSFI R S T

FALL 2014 Volume 34 Number 2

A Legacy of

Innovation 14Image Building

at WCSG 10

The Peterbilt and Cummins SuperTruck, led by a Peterbilt Model 579, has achieved 10.7 miles per gallon under real-world driving conditions. The SuperTruck program is a U.S. Department of Energy initiative designed to improve Class 8 long-haul trucking efficiency.

FIND US ON:

CLASSFI R S T

6Rebuilding a Brand

Model 579 leads Jim Palmer Trucking comeback

10Image Building

New Peterbilts fit longstanding performance ethic

14A Legacy of Innovation

Peterbilts help CR&R stay ahead of technology curve

16SmartAir Sets New Standard

Innovative design distinguishes Peterbilt system

18Autonomous Assist Driving

Demo highlights advanced technology

20 Pride & Class

Special edition Model 389 gives a nod to the past

22 Manufacturing Awards

Peterbilt earns Frost & Sullivan recognition

Multiple models offer application-specifi c performance and economy: from 10- to 18-speeds and up to unlimited GCVW.

Customizable intelligent software to match your vocational and performance needs.

S U P P O R T

B A C K E D B Y

The patented shift logic and controls within every UltraShift PLUS constantly adapt based on changes in weight of load, grade, and power, making adjust-ments to maximize effi ciency.

Congratulations on 75 years of class and innovation!

Safety features include hill start aid and auto neutral.

Delivers more time on the road thanks to Roadranger support, the largest national network of drivetrain experts and service technicians.

Visit UltraShiftPLUS.com for more information.

Ask your Peterbilt

representative which

UltraShift PLUS transmission

works best in your 567.

Like the new Peterbilt model 567, an UltraShift PLUS Series automated transmission gives you the versatility that best meets your needs. For example, in highway construction and dump operations, it is designed with deep reduction and fast, fl exible reverse gearing.

Eaton® UltraShift®PLUS Series Transmission

and Peterbilt Vocational Model 567

Spec’d for the Job

Darrin SiverGeneral Manager

More Milestones

FIRST CLASS l 5

“Operators of the Model 579

report growing ever-nearer

to the 10 mpg threshold.”

As we enter the final months of Peterbilt’s 75th Anniversary, this issue of First Class Magazine features several of our most accomplished custom-ers who have also achieved significant milestones.

We surely and strongly believe that their partnership with Peterbilt will lead them to achieve many more.

For example, Jim Palmer Trucking, under new ownership with Darrel Wilson at the wheel, is celebrating its 50th anniversary with an infusion of new Model 579s into the fleet. The Model 579s are posting outstanding fuel economy improvements for the firm, more than 9.0 mpg for some tractors, as high as 9.8 mpg in one.

John Struiksma Sr. says West Coast Sand & Gravel, in its 46th year of op-eration, is investing in new Peterbilt Models 567 and 579, and is stronger than ever. Drivers especially like the new Peterbilt equipment, as does Struiksma, albeit for slightly less tangible reasons.

“They’re just more stylish,” he says.And CR&R Waste Services recently surpassed 50 years of ownership by the

Ronnenberg family — and still proudly operates, among its fleet of innovative new natural-gas-powered Model 320s, a few cease-lessly reliable Peterbilts that the company has run for more than 40 of those years.

We’ve never offered a more technologically advanced prod-uct line. Products such as the Model 567 offer operators unsurpassed levels of driver comfort and ride in the vocational market. The Model 579 continues to turn heads, not only because of its striking appearance, but for those who monitor bottom lines as well, with operators nearly breaking through the 10 mpg threshold. And the advances in our natural-gas platform continue to offer both environmental and business advantages to our customers.

To be sure, a 75th anniversary is no small matter. However, at Peterbilt, we value customer achievements and milestones even more. Here’s to many more!

Rebuilding a BrandThose who have seen a Jim Palmer Trucking rig over the years tend to remember it.

That’s in part because a sighting so often led to an immediate question: Is that company named for Jim Palmer, the famous baseball player? It is not, but the Jim Palmer who founded the Missoula, Mont.-based carrier that celebrates its 50th anniversary this year has long dealt with misdirected inquiries about the state of his fastball.

The striking rigs themselves have given Jim Palmer Trucking a high level of rec-ognition even without the coincidental nomenclature. Typically paired with a Peterbilt conventional over the years, the familiar Palmer refrigerated trailers helped give the company, in its heyday up to 450 power units, its identity.

But as anyone in the industry knows, trucking became a challenging business in which to succeed a few years ago, and Palmer put his company up for sale. The new owners were unable to buck the trends of the recession, and Peterbilts no longer pulled the familiar Palmer trailer. The fleet shrunk by more than half.

With Model 579s pushing 10 MPG, new ownership helps resurrect Jim Palmer Trucking

6 l FIRST CLASS

PALMER

But after another ownership change, there’s new blood in charge these days at the carrier’s Missoula headquarters, and with it comes a fleet upgrade that includes 50 new Peterbilt Model 579s.

Experienced ownershipFor anyone familiar with the Wil-Trans

fleet in Springfield, Mo., the Palmer fleet upgrade should come as no surprise. That’s because Wil-Trans Founder and President Darrel Wilson, whose fleet prom-inently features new Peterbilt Model 579s and 587s, is the new owner of Jim Palmer Trucking. His new Palmer management team includes several Wilson family mem-bers who are adapting well to their new Montana environs as they try to resurrect the Palmer brand to its former glory.

“What made Jim Palmer Trucking attractive to us is that it’s a totally separate footprint for us,” says Wilson. “Wil-Trans is a Midwest, Northeast and Southeast fleet. Jim Palmer is West and Northwest.

“And we just strongly felt that the Jim Palmer brand was so well respected. They’d had a rough, four or five years, but

for years before that this was a well-run fleet that was known for its performance and its Peterbilts.

“They used to call it ‘The Original Drivers’ Company,’ in part because of the Peterbilt equipment. We intend to bring that slogan back to life.”

Peterbilt partnershipFor Wilson, however, getting to the

place where he could resurrect the Palmer brand required his own careful manage-

ment of Wil-Trans, as well as partnership with Peterbilt and its dealer network.

Wilson, who started Wil-Trans with a single used Model 359 in 1980, grew his company slowly in its early years. But after “a decade of learning,” Wil-Trans made a major step toward future growth when it leased its services to Springfield-based Prime, Inc. After acquiring another

carrier in 1996, Wil-Trans had its fleet up to 100 power units

by the late 1990s.

Even then, Wilson was reaping the benefits of Peterbilt’s aerodynamic advances, then with the Model 377 A/E.

“We always liked their fuel economy,” says Wilson. “Peterbilt just kept improv-ing their aerodynamics every year.”

By 2006, the Wil-Trans fleet was up to 150 power units, but the recession was just around the corner.

“We had some tight years there,” he says. “And late in 2008, we had to make some hard decisions and see what it would

take to remain viable,” Wilson says. Equipment quality was not an area of

compromise, however, because it made no business sense.

“We’ve never been after the lowest price,” Wilson says. “We buy new, premi-um equipment and keep it over the term of the longest warranty we can get, and that’s 4 years and 600,000 miles. We’re after the lowest cost of ownership and operation, and we get it from Peterbilt.”

Where the company did make a major change, however, was in its own maintenance operations, which they all but shut down and handed over to the

Peterbilt dealer network.

“We’ve never been after the lowest price. We’re after the lowest cost of ownership and

operation, and we get it from Peterbilt.”

Anniversary Model 579 Gets Special Duty

A new Peterbilt 75th Anniversary Special Edition Model 579 is see-ing special duty for Jim Palmer Trucking, which celebrates its 50th anniversary this year.

The limited-edition Model 579 highlights a partnership for the Missoula, Mont.-based truck-ing firm with the University of Montana, also based in Missoula. Company president Darrel Wilson says the truck will be used to haul equipment to road games for the school’s highly successful Grizzly football program, as well as pro-vide community services.

Wilson family members are leading the resurrection of the Jim Palmer Trucking brand in Missoula, Mont. From left to right are Kameron, Lisa, Kirk, Skip, Tyler, Lori and Darrel, who is the president of the firm. The rest of the family eschews titles, according to Darrel.

“One of the smartest things we’ve ever done,” says Wilson of the move to con-tract maintenance with Peterbilt. “They have the ability to train their technicians that we just couldn’t match.”

Pushing 10 mpgAnother major factor supporting

Peterbilt’s low cost of operation is the fuel economy Wilson is getting with his new Model 579s. He says 10 drivers recently checked in with averages over 9.0 mpg, one as high as 9.8, running fully loaded.

The PACCAR MX-13 Engine, a gear ratio of 3.08, a variety of aero options and governed top speeds of 62 mph are among the factors contributing to the impressive fuel economy.

“We train our drivers how to run for fuel economy, how to put those MX

engines in the RPM ranges in which they were designed to run best.

“I’m looking forward to seeing what Peterbilt’s new EPIQ aerodynamic pack-age on the 579 will get us. I think we’ll reach 10 mpg some day, and the little things in these aerodynamic refinements are what will get us there.”

With an experienced group of qual-ity drivers, a group of trusted employees at Springfield that can afford Wilson the opportunity to turn his focus to Montana, and a Peterbilt-based fleet formula that offers minimal cost per mile, Wilson is excit-ed about the future for Jim Palmer Trucking.

“Our customers see that we’re increasing our lanes, and I think they feel pretty secure with their freight when they see the new Peterbilt equipment we have hauling it,” he says. “We’re going to rebuild this brand.”

8 l FIRST CLASS

2 0 Y E A R S O F T R P Q UA L I T Y & VA L U ES A L U T E S 7 5 Y E A R S O F P E T E R B I LT

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The Peterbilt Model 567 is making an impression on drivers at West Coast Sand & Gravel, which celebrates its 46th anniversary this year.

FIRST CLASS l 11

Image BuildingNew Peterbilts fit longstanding performance ethic at WCSG

When John Struiksma got his start with West Coast Sand & Gravel (WCSG) in the late 1960s, the Buena Park, Calif. area that hosts his current operations was made up almost entirely of orange groves.

As the orange groves disappeared and urban commerce flourished in the area, so grew the Peterbilt fleet and operations of this major south-ern California materials hauler. Today, you’d be hard pressed to find an orange tree in bustling Buena Park, but the familiar teal-colored fleet of West Coast Sand & Gravel, now up to 320 power units, is a common sight.

The fleet is near 100 percent Peterbilt, mostly configured as transfer dumps, and includes a mix of older traditional conventionals as well as a pair of new Model 567s, Peterbilt’s newest convention-al designed specifically for the vocational market.

While Struiksma knows he’s in a business that tends to value function over form, he also knows there’s a point of differentiation to be made when it comes to running equipment that gets noticed.

“They’re just more stylish,” he says, explaining his longstanding preference for Peterbilt. “They’re nicer looking trucks, and that defines your image out on the road. Our customers, our drivers, ourselves — everybody looks at it and takes pride in the work that’s being done or the way we’re delivering the product.”

Third generationThe Peterbilt image has long made an impression

on the third generation of the Struiksma family that is now taking on a leadership role at the firm that was started by John Sr.’s uncles. John Jr. now heads up the company that operates out of 10 locations (including Phoenix) with product and service offer-ings ranging from construction aggregate to sports field products. Four sister companies (dealing with bagged product, wood, redi-mix and brick, respec-tively) also operate under Struiksma’s guidance.

While the elder Struiksma remembers well the first Peterbilt in the West Coast fleet — a used Model 359 — the younger Struiksma expresses a preference for more recent Peterbilt vintage. The Model 579 will soon be making up a greater por-tion of the West Coast fleet, he says.

“It’s like driving a luxury car,” says John Jr. “The wide cab is very comfortable for a driver. The visibility from the driver’s seat is an important feature. And you don’t often think about aerody-namics in our application but it matters. We’re definitely interested in saving some fuel.

“We also have the PACCAR MX-13 Engine in some of those trucks, and they’re performing very well. We’re liking the fuel economy we’re seeing.”

If drivers have their way, the Model 567 will soon be making a greater presence in the West Coast fleet.

“The drivers we have in them now are ecstat-ic about them,” says John Jr. “Our guys aver-age up to 300 miles and our trucks run up to 16 hours a day, so comfort and ride are very important to them.”

“The drivers we have in our Model 567s now are ecstatic about them.”

John Struiksma Sr. (left) and son John Jr. lead WCSG.

WEST COAST

12 l FIRST CLASSCLASS

Ride and comfort — and the associ-ated reduction in driver fatigue — figure into the West Coast safety plan as well, according to the Struiksmas.

“Almost everything we do is about safety,” says John Jr. “It’s our number one concern. Everybody goes home at the end of the day, and that’s the import-ant thing, but it’s also good business. Being safe saves us money, and the driver environments in these Peterbilts help us achieve an excellent safety record.”

Strong resaleBoth Struiksmas have long been wit-

ness to Peterbilt’s outstanding residual value. Their resale cycle has ranged from six to 10 years and in any economic envi-ronment, return has always been strong.

“There have been people, no joke, they’ll call me daily about our used equip-ment,” says the younger Struiksma. “And

some of those trucks will have up to 800,000 miles on them. That’s a testa-ment to Peterbilt. We’ve had some com-petitor trucks in here over the years, and their dashboards are falling off — literally — at 500,000 miles.

“Peterbilt’s durability record definitely

gives us confidence that we’ll see the same kind of returns on the 567 and 579.”

But for all the business reasons the Struiksmas prefer Peterbilts, some are less tangible.

“We just like the way Peterbilts look,” says the elder Struiksma. “Always have.”

Transfer dumps such as this one, towed by a new Peterbilt Model 567, make up the bulk of WCSG fleet work.

WEST COAST

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CR&R Waste and Recycling Services has long been a technology leader in Southern California.But for all the modern appearances of an operation that thrives on innovation,

there exists a foundation built on simple long-standing values such as performance and dependability.

As an example, look no further than the fleet of the firm that services more than 2.5 million people and 5,000 businesses in the Los Angeles area. Leading residential collection efforts for CR&R is the new technologically advanced, CNG-powered Peterbilt Model 320 in efficient side-loader configurations. The CNG-fueled Model 320 also heads the firm’s efforts in commercial collection in front-loader configurations.

Peterbilt Model 384s, which will soon be cycled out and replaced by Peterbilt’s inno-vative new aerodynamic Model 579 powered by the PACCAR MX-13 Engine, transport the trailered materials to landfills and recycling stations.

But take a closer look and you’ll see an early 1970s era Model 352 still on the job, as well as a classic Model 359 and a handful of hard-working Model 379s.

“We do tend to stretch our cycles out, in part because our equipment is so special-ized,” says Fleet Manager Frank Alvarez. “But the fact is that this Peterbilt equipment can handle the longer life cycles. If you need further proof of its durability, we have Peterbilts around here we’ve been running since the 1970s.”

The staying power and durability of its equipment is just one reason the firm has been growing a foothold in the competitive southern California waste services industry since its inception half a century ago.

Better waysFrom its 1963 start when Clifford Ronnenberg took ownership of the small, Stanton,

Calif-headquartered firm, the company embraced better ways of collecting waste, and minimizing its environmental footprint.

“We’ve always been about ideas, research and development, staying ahead of the curve,” says David Ronnenberg, Clifford’s son and president of the company’s primary transfer division.

A Legacy of InnovationThe company focused largely on

sharing the benefits of innovation with its customer base. In California, where waste-control issues have long been front and center, ideas such as the center for buying back recyclables, or the three-can residential system that made it easier for residents to recycle at home, positioned CR&R as a clear leader in a state that looked for new solutions to waste issues.

Other ideas improved the firm’s operational efficiencies. As evidence, Ronnenberg points to their first on-board computers, so ahead of their time that they were of the company’s own design. Pioneering use of GPS also set CR&R’s operations apart.

Natural-gas pioneerBut the use of natural-gas fueled col-

lection vehicles, beginning in 2002, were both environmental and business suc-cesses for the company. Initially starting with LNG, by 2005 CR&R began the pro-cess of converting its fleet to CNG once it could fuel its fleet at its own location. The Cummins Westport engines available for the Model 320 are capable of running on either fuel.

“We went to alternative fuels long before it was popular,” says Alvarez. “But we’ve always been forward-looking when it comes to adapting to new technolo-gies. Such an approach has always been necessary to succeed in our industry.”

Having a longstanding comfort level with Peterbilt eased the transition, first to alternative fuels, then to a new Model 320, as well as to the new Model 579, according to Alvarez.

New Peterbilts help CR&R stay ahead of the technology curve

“What we’ve come to know over the years is that Peterbilt is all about the details. They think about a lot of things other companies don’t think about.” — Frank Alvarez

14 l FIRST CLASS

CR&R

ABOVE A CNG-fueled Model 320 in a front-end commercial application.

BELOW Another Model 320 deftly handles residential col-

lection duties for CR&R Waste and Recycling Services in a

side-load configuration.

“What we’ve come to know over the years is that Peterbilt is all about the details. They think about a lot of things other companies don’t think about, and it shows in the product.”

Alvarez says the Model 320 is popular with operators.

“Obviously, the customer comes first in our business, but next comes the driver,” he says. “We want them to be working in as comfortable an environ-ment as possible.

“So when Peterbilt first came out with the new 320, we brought one in here and had the drivers just climb all over it, tell us what they liked, what they didn’t. They liked the new cab. They liked the new windows, and the improved visibility. And the turning radius is sharper.”

Adds Ronnenberg, “Frank and I got to go to the factory and watch our trucks being built. It was fascinating to watch their processes. And as big as Peterbilt is, we could ask them right there about various features that were specific to our needs.

“That’s what I like about Peterbilt.

They listen to us.”

SmartAir sets new standards for no-idle coolingInnovative design distinguishes Peterbilt system

When Peterbilt engineers set out to devel-op a Peterbilt-proprietary no-idle cooling system, they did so with the knowledge that the market was already familiar with similar systems.

The challenge they faced was to make theirs operate with minimal fuel con-sumption, improved efficiency and pay-load and a reduced footprint — aspira-tions that aren’t entirely compatible.

“We knew where the benchmarks were, where the bar was set with competitor prod-ucts and previous cooling systems we had offered,” says Peterbilt Chief Engineer Landon Sproull. “We aimed to set new standards with our product.”

The result is the Peterbilt SmartAir system, a battery-based anti-idle cooling

system that has been saving users thou-sands in fuel costs and helping customers achieve compliance with anti-idle laws nationwide since its 2012 launch.

The development process, as often happens when Peterbilt engineers devel-

op new products, began with engineers looking beyond the trucking industry.

“We took a step back and looked at other industries, particularly the recre-ational vehicle industry,” says Sproull. “That’s not necessarily apples to apples because they tend to have the availabil-ity of more charging and plug-in facil-ities. But we were able to learn some things there.”

Sproull said his team also looked closely at diesel-powered APUs. While an idling engine can burn as much as 1.0 gallons of fuel per hour, a diesel-powered APU used for cooling purposes burns closer to 0.2 gallons per hour.

But even that improvement failed to meet the expected changes in the stringent air quality standards set in California, where APUs would soon be

expected to operate with aftertreatment systems of their own to reduce their emissions output.

“So the question we asked is, ‘How do you eliminate a running motor from the process completely?’” Sproull says. “The battery bank was the next best thing.”

Competitors were arriving at the same conclusion. And in fact, the Technology and Maintenance Council had come up with specifications for a no-idle system, and recommended that such a system should maintain an ambient temperature in a sleeper for a 10-hour period.

Meeting this standard would require four batteries in addition to the four start-ing batteries usually present in a Class 8 tractor with a sleeper. But in the first of several design innovations that set the SmartAir system apart, it would employ four deep-cycle, 31-plate, absorbed glass mat PACCAR auxiliary batteries.

“We tied our system together so that our no-idle system would draw from all batteries until the starting batteries reached 12.5 volts, or sufficient voltage to start the truck,” Sproull says. “Then

continued operation of the SmartAir system would pull only from the auxiliary batteries, until they reached 11.3 volts.”

The system exceeded TMC stan-dards by 30 minutes, according to Sproull. Competitor systems, which draw only from a bank of starting bat-teries, may require an automatic restart

“The question we asked is, ‘How do a running motor from the process — Landon Sproull

SMARTAIR

16 l FIRST CLASS

of the truck that could interfere with an operator’s rest.

“When you have a truck start in the middle of the night to charge the batteries, that’s going to rock the truck,” says Sproull.

The configuration also requires about 25 percent less time to fully recharge than competitive no-idle configurations. The SmartAir system fully recharges batteries in four to five hours at an average engine speed of 1150 RPM. The resulting fuel savings is about 70 percent vs. an APU-powered system, according to Sproull.

Another point of differentiation from competitive systems is the split-system design. Simply put, the condenser is mounted on the outer sleeper wall and connected to the main unit, contain-ing the evaporator, blower, compressor and air filter, by hoses. The main unit is

mounted under the bunk in the sleeper. Compared to a combined unit that

would mount all the components under the bunk, the SmartAir system is a space saver as well, and opens up greater space for under-bunk storage. Additionally, the split-system is significantly quieter than a comparable combined unit.

New SmartAir Configuration for Model 579

Compact space-saver battery boxes now available for Peterbilt’s no-idle SmartAir system on the Model 579 allow for greater spec’ing flexibility with new chassis configurations, Peterbilt recently announced.

“The SmartAir system provides customers with unparalleled climate control performance through our exclusive no-idle technology that is fully integrated and factory installed on select Peterbilt models,” says Landon Sproull, Peterbilt Chief Engineer. “Offering the space-saver battery box option for our Model 579 minimizes weight and further reduces what was already the industry’s smallest footprint for a no-idle cooling system.

“Additionally, the space-saver battery box can be mounted to the chassis in a variety of locations allowing for greater spec’ing flexibility, including exhaust configurations with the diesel particulate filter and selec-tive catalytic reduction catalyst in the right-hand, under-cab position.”

The space-saver battery box is constructed of lightweight aluminum and available with a choice of either an aluminum or composite cover.

These auxiliary batteries help the Peterbilt SmartAir system both save fuel and exceed TMC cooling standards.

you eliminate completely?’”

Peterbilt Showcases Autonomous Assist Driving Technology Advanced technologies capable of autonomous driving highlighted a recent demonstration of a Peterbilt Model 579 concept truck at the Intelligent Transport Systems World Congress in Detroit.

“The autonomous truck of the future is an extension of existing, indi-vidual systems already available for today’s commercial vehicles,” says Bill Kahn, Peterbilt Principal Engineer and

Manager of Advanced Concepts. “The vehicle we demonstrated during the ITS World Congress showcases how these technologies can integrate to pro-vide the next generation of advanced cruise control and automation features. Heavy-duty trucks are an ideal platform for automated operation because, com-pared to motorists, commercial vehicles travel a majority of their miles on mod-

ern highways, at constant speeds and for extended periods of time.”

Kahn noted the automation technol-ogies are not driver replacement tools but rather complement the truck operator.

“Improving safety, efficiency and per-formance are top priorities for the entire transportation industry. These are com-mon goals we are collectively working toward,” Kahn says.

Among the existing technologies uti-lized by the vehicle are: A collision warning system that provides

visual and audible alerts to warn the operator of obstructions to the front and sides of the vehicle.

Radar-based adaptive cruise control (ACC) that automatically accelerates and decelerates to maintain safe follow-ing distances.

Lane departure warning systems (LDWS) which use cameras to detect lane edges and striping and alerts the driver if the vehicle is drifting outside of its lane.

Kahn said the performance of these technologies is boosted by giving the LDWS the ability to self-correct the vehi-cle through integration with the electron-ically controlled steering system and the ACC the ability to use the cameras to bring the vehicle to a complete stop, if necessary.

Additionally, the Model 579 auton-omous concept truck uses the Global Positioning System to add features such as last mile routing, parking assist and new driver proficiency.

“Combined, these technologies – while still evolving – increase safety through continuous situational aware-ness, reduced driver fatigue and improved driving accuracy for superior fuel econo-my,” said Kahn.

The Model 579 concept truck was made available for demonstrations throughout the event.

18 l FIRST CLASS

PETERBILT NEWS

Model 220 Now in Full Production

The first new Peterbilt medium-duty cabover Model 220 – featuring numerous enhancements to performance, durability and the operating environment – recent-ly rolled off the assembly line at the company’s COE manufacturing facility in Mexicali, Mexico. The Class 6 and 7 truck is now in full production.

“The new Model 220 brings custom-ers greater levels of productivity. Drivers will enjoy enhanced maneuverability that shortens the curb-to-curb turning radi-us by 30 percent and the new, stan-dard electronic braking system (EBS) for improved braking performance,” says Robert Woodall, Peterbilt Director of Sales and Marketing. “These characteris-tics combine with an efficient bumper-to-bumper length that can be as low as 35 feet for added agility while still delivering an extra 45 inches of payload area and a frame rail system that can be upfitted with bodies ranging from 16 to 28 feet.

“It is extremely versatile and will exceed expectations in every applica-tion, from urban pick-up-and delivery to refuse, and from landscaping to street sweeping and striping.”

Interior FeaturesThe cab features a completely rede-

signed interior that was engineered to give operators unparalleled levels of safe-ty, productivity and comfort.

“Maximizing visibility was a key consideration in designing the Model 220,” says Landon Sproull, Peterbilt Chief Engineer. “Our 2,500-square-inch windshield, large side windows and multiple-mirror array provides operators with a panoramic view, help-ing them navigate the confined and congested areas in which these vehicles often operate.”

The new curved dashboard features easy-to-read instrumentation and an interactive, 5-inch color display module that provides information on vehicle and driver performance.

“The Driver Information Center dis-play in the Model 220 keeps operators abreast of all vital vehicle and engine func-tions,” says Sproull. “The multi-language system features advice for the operator on ways to improve in areas such as increas-ing fuel efficiency and reducing brake wear by modifying driving behavior.”

Ergonomics was a primary focus in designing the interior, according to Sproull, resulting in easier-to-read instru-mentation and grouping all switches by function. Everything is within easy reach of the driver and the overall layout provides a logical, easy-to-operate environment.

Exterior FeaturesThe new cabs are designed for dura-

bility to withstand harsh, urban operat-ing environments. For instance, the new bumper is manufactured from galvanized steel, there’s a new radiator protection plate and the headlamps are protected by a tough Lexan covering. For improved visibility during adverse conditions, fog lamps have been integrated into the bumper.

“Productivity and safety are two major areas of improvement. We’ve facil-itated ease of entry and egress with doors that open a full 90 degrees and there’s ample courtesy lighting,” says Sproull. “Additionally, Model 220s are now stan-dard with electronic braking systems for improved braking performance and faster response from the pedal to the brakes.”

The redesigned interior offers operators of the new Peterbilt Model 220 unparalleled levels of safety, productivity and comfort.

FIRST CLASS l 19

PETERBILT NEWS

Those are just a few of the praises being used to describe the new special edition Pride & Class Model 389, which is now in production and shipping to Peterbilt deal-erships throughout North America.

“Peterbilt has defined the look of truck-ing for generations and the new Pride & Class Model 389 embodies that spirit of bold design and legendary craftsmanship,” says Darrin Siver, Peterbilt General Manager and PACCAR Vice President. “Stylistically this truck deserves a place on a pedestal or in a museum, but it is every bit the workhorse that customers expect from a Peterbilt.

“It’s a head-turning tribute to an industry classic that keeps on innovating.”

The Pride & Class edition features many unique features both inside and out. Numerous bright exterior accessories and interior accents provide a customized, show-truck-ready look. Insignias in the cab and on the sleeper identify the Model 389 as an exclusive Pride & Class edition.

“The Pride & Class edition appeals to all truck owners who take pride in their vehicles and want to make a last-ing impression,” Siver says. He added that some fleets will be using the Pride &

Class edition as a reward truck for their best drivers.

Polished, Bright & SophisticatedAmong the Pride & Class exterior

features are: A louvered grille design reminiscent of

Peterbilt’s Model 351 (first manufac-tured in 1954) and manufactured from durable polished steel;

A highly polished hood crown;

A brightly polished hood spine;

Pride & ClassNew Special Edition

Model 389 Makes its Debut

Distinctive. Unmistakable. Uniquely Peterbilt.

20 l FIRST CLASSCLASS

MODEL 389

Hood air intake vents integrated with the Peterbilt logo and expanding the polished metal theme are reminiscent of the “egg-crate grille” style of the first Peterbilts in 1939;

Bright metal front fenders;

Large polished exterior sun visor, bumper and exhaust stacks;

Polished rocker panels complementing the bright cowl skirts, battery box, fuel tanks and trimmed mud flaps.

Luxurious, Exclusive & Distinctive The Model 389 Pride & Class edition is

standard with Peterbilt’s Platinum interior and features many unique accents, such as: Arctic gray color complemented by a

charcoal dash top;

Blackwood trim accents throughout, including the dash, door pads and sleeper cabinets;

Chrome door handles, bright-bezel gauges and a special four-spoke metal steering wheel with leather wrap;

Bright shifter plate with Pride & Class logo and a Blackwood shifter knob;

Premium black leather seats with the Pride & Class emblem embroidered in the headrests;

Thick black carpeting throughout the cab and sleeper.

The Model 389 Pride & Class edition can be ordered as a day cab or with a 72- or 78-inch sleeper.

FIRST CLASS l 21

“A head-turning trbute to an industry classic,” the Pride & Class edition Model 389 features design elements first popularized with the legendary Model 351 that was introduced in 1954.

Peterbilt, PACCAR Win Manufacturing Leadership AwardsPetertbilt and its parent company PACCAR Inc recently won four prestigious Manufacturing Leadership Awards as selected by Frost & Sullivan’s Manufacturing Leadership Council, and took top honors in the categories of Workplace Leadership and Engineering and Product Technology Leadership. The top awards, called High Achiever Awards, were announced during the Manufacturing Leadership Summit in Palm Beach, Fla.

“It’s an honor to be recognized for our ongoing efforts to innovate in all areas of our operations, particularly from among such a diverse and worthy field of candidates as those selected by Frost & Sullivan,” says Darrin Siver, PACCAR Vice President and Peterbilt General Manager. “Our design, engineering and manufacturing initiatives lead not only the trucking industry, but set new standards for quality, efficiency and technological leadership across all industries.”

Peterbilt won the High Achiever Award in the Workplace Leadership category for its Human Centered Design pro-gram used throughout all areas of its operations, including during its product design and testing. Peterbilt also received a

Manufacturing Leadership Award for its model line approach to Lean Manufacturing Management.

Frost & Sullivan’s Manufacturing Leadership Awards are now in their 10th year and honor companies that innovate and set new standards in manufacturing across all industries.

Peterbilt Technician Institute ExpandsAfter graduating its first class of students earlier this year, the

Peterbilt Technician Institute (PTI) has expanded to a second location in Lisle, Ill.

Peterbilt teamed with Universal Technical Institute (UTI) to create the comprehensive technician training program last year at UTI’s Dallas campus. Applications for enrollment are currently being accepted for PTI at both campuses.

“Due to the success of the Peterbilt Technician Institute, we’re very pleased to grow the program to Chicago and we plan to continue expansion to other locations nationwide,” says Robert Woodall, Peterbilt Director of Sales and Marketing.

Build Your Own Model 579 at Peterbilt.comPick a color. Select a sleeper, or go with a day cab. Fine tune

your PACCAR MX-13 Engine ratings. Make the Model 579 of your desire with a new configurator tool at www.peterbilt.com.

“The new online configurator lets users build their own Model 579 in a fun, immersive way,” says Todd Acker, Peterbilt’s Director of Marketing. “Whether you’re a truck owner or an enthusiast, the configurator lets you virtually design and custom-ize your truck, save and e-mail an image of it, and contact your nearest Peterbilt dealership for more details.”

Peterbilt also recently launched a new complimentary app for Apple and Windows tablets that allows users to tour vehicles.

“The Class Pays application complements the sales process by allowing customers to learn which Peterbilt model best meets their requirements in a fun and interactive way,” says Robert Woodall, Peterbilt Director of Sales and Marketing.

22 l FIRST CLASS

PETERBILT NEWS

Better.Where It Counts.

©2014 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

Better Fuel Economy. Every™ ISX15.

Better is taking a proven product and improving it in every way. Cummins ISX15 and

ISX12 get up to 2 percent better fuel economy than our previous products, with

better reliability and durability. Spec the ISX15 SmartTorque2 with the Eaton Fuller®

Advantage™ 10-speed Automated Transmission in the SmartAdvantage™ Powertrain,

and you’ll see a fuel economy gain of 3-6 percent. That’s putting better where it

counts most. For details, visit cumminsengines.com/heavy-duty-truck.

PETERBILT MOTORS COMPANYDENTON, TX

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