Overdrive Magazine | Trucking Business News & Owner Operator Info
Issue link: https://read.dmtmag.com/i/85423
TES engagement torque and needs no throttle to get the truck moving. Then almost no foot-feed is necessary to get to speed. Going through low range, 900 rpm was all that was needed. Flicking the range-change up, and pulling the shift lever left and back to pick up high range, no more than 1,400 rpm was necessary to get to freeway speed. The two-turbo design of the DD15 is not unique to American big-bore diesels, where series turbocharging has become almost commonplace. The difference with the Detroit, though, is that downstream turbo actually provides power to the flywheel through a reduction gear. The upstream turbo provides the air for the engine by way of a charge cooler. Since the downstream turbo-compound power requires its own backpressure, the engine turbocharger needs no complex variable geometry to recirculate the exhaust. The contribution of the turbo- compounding makes an additional peak 50 hp available and the result is a real kick in the pants when you press the accelerator: The DD15 builds torque far faster than any comparable big diesel. It feels more like a 550- or 600-hp engine when you initially mash the throttle. This also makes the DD15 a good engine for freeway overpasses that can pull down speed as you need it. With the Detroit, the response is immediate and speed is maintained. Another impressive feature was the lack of noise. Though we admittedly tread lightly on the surface streets, there was no cab-produced noise, no booming or rattling. On the freeway, the truck settled into a quiet cruise, showing sound levels comparable with – or even a shade quieter than – the International ProStar+ and the Volvo VN. The quiet ride, along with the multi-adjustable suspension seats, help relax the driver. A three- compartment cushion provides excellent lumbar support. The Cascadia is all about size. It is wide and tall inside and a comfortable truck whether you're driving or resting. The cab width allows for seats two inches wider, longer and taller. Yet even with the wide seats, there's 24 inches of walk- through to the standard 72-inch high roof sleeper, which has 94 inches of stand-up room. The seats are on swivels so they can double as armchairs when logging off-duty sleeper time. Another distinctive feature is the small windows in the sleeper. They don't help with fuel economy, but they do eliminate the potential water leakage path with the conventional mounting of glass in rubber. At the launch in 2007, Freightliner said research showed drivers didn't particularly care about seeing out of T DRIVE the sleeper, but they did care about others seeing in. Eliminating the lower side windows at the time seemed an easy decision. But they are back, as is a sleeper door, as an option. The Freightliner Cascadia's bumper is in three pieces – as is the hood – for quick and inexpensive repair. For the same reason, the huge windshield is a two-piece roped- in design. The aluminum cab is designed to withstand not just the standard ECE 29 crash test, but the far more rigorous Swedish cab test requirements. Quick-replace items include headlamp bulbs and a low- maintenance heating and ventilation system. There is easy engine access through removable panels. automotive and r cover eve St Contributing Editor St ed trucking, urgess has elated fields for more than 30 years. Services that differentiate. For more than 60 years, Northland has distinguished itself with proven services that fortify our customers: in-depth underwriting experience; leading-edge loss control supported by free consultation resources, safety programs and responsive 24/7 local claims handling. © 2012 The Travelers Indemnity Company. All rights reserved. From owners to fleets, we've got you covered. Call your agent or broker for best in class service, or visit northlandins.com. MARCH 2012 OVERDRIVE 49 ] Circle 174 on Reader Service Card or visit overdrive.hotims.com