International CF
The new low-cabover is comfortable, quick and nimble.
Tom Berg
Equipment Editor
The new International CF is still eight months away from the start of production, so it's way too soon to know how well it'll sell, let alone what it'll do to the low-cab-forward market. For that matter, we don't know how durable a truck it'll be.
But we can tell you how it drives, because the builder showed it off during the National Truck Equipment Assn.'s trade show last month. Executives and engineers let a gaggle of truck writers whip a pair of hand-built copies around a marked route on a stadium parking lot in downtown Baltimore. This was a decidedly limited driving experience, but it did prove that:
• The truck's better looking than pictures show, assuming you like the looks of a low cabover in the first place, which I do. Of course, styling's not why potential customers will consider the CF, but things like ease of entry and exit are important.
• It's easy to get into the cab, even with the narrow steps offset to the forward third of the door. Just grab the stout handle affixed to the A-pillar, put one foot on the step (it's 19 inches above the ground) and pull yourself up and onto the seat. To get out, turn to the street and simply slide off the seat and down. The cab floor is 36 inches off the pavement, so it's a very short drop to a soft landing.
• The seat is nicely padded and covered in simple but attractive fabric, and there's enough width to accommodate three people, though not a trio of giants. Plastic panels are on the doors and dashboard, but they seem of decent quality and fit well. Gauges include the usual engine condition readouts, plus a large speedometer and tachometer. Controls and switches are logical and auto-like, with the twist-type headlight switch on the turn-signal stalk and rotary knobs used on the compact heater/air conditioning panel.
• Outward visibility is excellent, with big windows and decent mirrors. The no-nose configuration aids maneuverability more than visibility, because steeply sloped noses on today's medium-duty conventionals (including International's own) present as good a view to the pavement ahead as cabovers. There's decent leg room, enough for me to stretch out and for long-legged drivers to not feel cooped up.
• Hydraulic brake and windshield washer reservoirs, located at either end of the dashboard, can easily be checked and replenished with the cab down. The engine oil dipstick can be pulled and eyeballed easily, but to add oil you have to tilt the cab.
• Anyone can drive a CF because it'll come only with an automatic transmission, and it's low and trim enough to be totally unintimidating in congested areas. The truck is extremely maneuverable, with a tight turning circle. Helping are the sharp cut of the front wheels and what feels like a fast ratio in the steering gear. It's really fun to blast through corners.
• The 4.5-liter (275-cubic-inch) V-6 diesel emits absolutely no smoke and is almost odorless. The engine and the 5-speed automatic transmission accelerate fast off the line and continue smartly to about 30 mph; then the engine begins working harder. There wasn't room on the coned-in course to get it past that speed.
But I didn't want to unjustly declare the engine feeble, so I asked for and received permission to take one of the CFs onto nearby streets and freeways. Good thing, as I found that the engine continued pulling the loaded truck well toward velocities needed to stay out of the way of impatient motorists. At 45 to 50 mph on a moderate upgrade, the engine revved to an indicated 3,200 rpm and stayed there as long as I kept my foot on the accelerator. Then, when I let up on the gas, revs quickly dropped back as the tranny upshifted.
The Ford-built 5-speed tranny shifted smoothly, and 5th is an overdrive to help lower engine revs and conserve fuel at highway speeds. The transmission has a parking pawl, something familiar to the most inexperienced of drivers. There's also a hand brake that drivers can use while parking on inclines.
Planners said they worked hard to reduce noise, vibration and harshness. So here's some notes on that: The V-6 diesel made pleasantly busy sounds while revving but wasn't loud, and it grew rather quiet while cruising or loafing at any speed. There was little wind or road noise while windows were up, indicating tight cab construction. The truck rode pretty well, though the front end bottomed out while banging over hollows and rough pavement joints. Production models might do better if they get stronger springs and shocks over the steer axle.
It was just after lunch and traffic was light on the freeways, so I took it up to 60 and 65 mph. The engine had enough guts to build up some serious steam, even with 10,000 pounds of bagged sand strapped to the floor of the stakeside body.
International says the V-6 makes up to 200 hp, and response was there all through the operating range. This, engineers said, is a function of the double turbocharging, with the high-pressure turbo providing boost at lower revs and the low-pressure unit joining in at higher speeds. I'd have said "chiming" in, but the turbos are silent.
Anyway, the new V-6 feels more lively than the inline 4-cylinder diesels used in the Japanese imports' Class 3 and 4 models. Then again, International planners say there might be a Class 3 CF in another year or two, and it might have an I-4. We'll have to see how that goes, or doesn't.
Stemco
Stemco has introduced its Platinum Performance System Plus (PPS+), a high performance wheel-end system that addresses all significant failure modes found in the typical wheel-end by providing long-life products that work as a system to ensure comprehensive wheel-end performance.
Stemco components are used specifically to enhance three critical areas - sealing, lubricant integrity and bearing life due to accurate bearing adjustment.
Toyo Introduces M-627
Toyo Tires has rolled out the new M-627 for on-highway drive axle applications. Suitable for single and twin screw applications, the M-627 features a 28/32-inch tread depth.
Toyo says its Multi Pitch Groove (MPG) design enhances traction, even during the latter stages of original tread life. Large "parallel-arranged" center tread blocks provide excellent stability and traction, while stone ejectors help protect the casing against stone drilling. The shoulder design of the M-627 resists irregular wear in long haul applications.
Dana Offers Heavy Axle Singles
Dana Corp. has introduced the technologically advanced Dana Spicer S170 series of single-reduction, single-drive, heavy-duty axles.
Similar to the S190, the new Dana Spicer S170 series features a broader axle ratio coverage, as well as high-capacity gearing and bearing systems. The axles are designed to perform in future vehicles with drivetrain ratings of up to 2,450 ft.-lbs. of torque and up to 700 horsepower.
The S170 family of axles requires fewer than half of the components than competitive product offerings, providing increased robustness without the extra weight. The S170 drive axle series features extra wide face-width gearing and a new hypoid gear design to provide extra strength, added durability and quieter, more dependable operation.
Transcraft Adds Rear Dunnage Boxes
Transcraft Corp. has introduced factory-installed rear dunnage boxes as a flatbed trailer option. Rear dunnage boxes reduce paint damage caused by storing dunnage in the knee brace area or between the main beams.
