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It would more than sad if the CTD no longer had a manual transmission.
The 6-cylinder arrangement with tons of low-end torque make shifting an easy chore. No revs to speak of in terms of getting started under a load, even on a fair hill. Being able to choose when to make the shift -- or to let the clutch back in -- is the essence of using every foot of the roadway.
The 360-lb New Venture 5600 has splits like this:
40
40
32
28
27
which, at times, is more than one wants for most efficient engine operation. By contrast some of the big truck trans have percentages in around the 17% average range in "the top side". Rpm rise of only 250 and shift again! (Floating the gears -- no clutch use -- makes it easy).
A trans like that would be the real deal for those wanting ultimate efficiency. At the very least a manual trans with two OD selections for either towing economy or solo economy would be as close to perfect as one could imagine, even with larger splits, on these trucks.
For those interested there are some Youtube videos of a 670-lb Super 13 Road Ranger behind a Cummins-into-Chevy truck from a few years ago. And several threads on other forums about these conversions (not just pickup trucks, either).
I'm afraid that with an eight-speed auto that it will have become moot about whether to any longer carry a manual. What happens in the medium duty versions will tell the tale I'd imagine. The question will then be one of driver control (gear selection on demand).
I'd still rather have the manual. Lasts longer under the right driver. And an automatic always does what's programmed into it. A manual gives just that extra bit of control that is confidence-inspiring. And is never so expensive to run.
But a better-sized engine in a better truck (as one might find with an IVECO or similar as found overseas) would be best yet for the lowest end of the medium duty market. Just have to pay for it.
A 4BT Cummins with a heckuva lot of gears sure would be fun to play with for FE purposes (with a sensible GCWR).
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