Gotcha. And when it really comes down to it, it really only about ROI. Will spending $XXX to certify a manual vehicle get $XXXX back over time.
Quote:
Originally Posted by redpoint5
has the reliability of the 3rd gen Dodge/Cummins automatic transmission been improved?
|
Yes. Torque converters are still the weak spot if you add a tuner/modify to add power.
Quote:
Originally Posted by redpoint5
I actually figured UPS (delivery trucks) would be first to embrace electric hybrids.
|
Hybrids make great sense for P&D trucks. They have been available for a few years but hardly anybody has bought them because of the $50K additional cost. You can buy a lot of extra fuel for $50K. Where hybrids also make sense in heavy trucks is in applications that use a PTO to drive a small crane or other device for extended periods. The hybrid system can run the PTO on batteries for 45 minutes, engine off. And if there's one thing that diesel aftertreatment systems hate the most, it is extended idling.
Hybrids will not work well in highway tractor applications, where I'm sure some sort of CVT transmission would be better. But good luck building one of those that can handle 2000+ ft/lbs torque and last a million miles.
We are starting to see some alternative fuels as well. In Peterbilt and Kenworth trucks you can factory order a 15L engine LNG engine. LIQUID natural gas - the engine runs on 5% diesel/95% natural gas and has up to two 120 gallon cryogenic (-260F) storage tanks. With LNG you get 6X the fuel range as CNG.
Westport HD :: Natural Gas Engines for Heavy-Duty Trucks
Off topic, but interesting.