When we asked our Facebook community, “Do you remember your first truck? What was it?” hundreds of drivers shared memories spanning decades. Some could still list every specification, while others remembered exactly how that first truck made them feel, proving that the truck that starts a career is often the one drivers never forget.

Every Truck Had a Story

Reading through the responses, it quickly became clear that drivers don’t just remember what they drove. They remember the details that made those trucks unforgettable.

For Doc Cornwell, it was a GMC Cracker Box powered by a 6-71 Detroit rated at 238 horsepower. He still remembers how much noise it made and the small orange flame that occasionally came out of the exhaust stack. Bob Lake also got his start in a 1966 GMC Crackerbox with a 238 Detroit and a 10-speed transmission, while Harold Peru recalled taking his road test in a 1969 GMC Crackerbox. Three different drivers mentioned nearly the same truck, showing just how common those classic GMCs once were.

Other drivers immediately thought of trucks that looked very different but left the same lasting impression. Ronald Sagnip remembered his 1979 Kenworth cabover with an 8V92 Detroit Diesel, 15-speed transmission, heated mirrors and an air-ride cab, while Dennis Hughes learned in a 1975 Freightliner cabover with a 290 Cummins and a nine-speed transmission. Joey Grubbs also began in a 1978 International Transtar 4070 with a 290 Cummins and a 10-speed transmission, another reminder that cabovers introduced countless drivers to life on the road.

Learning the Hard Way

Several comments also reflected just how much trucking has changed over the years. Features many drivers now take for granted simply weren’t available when these careers began.

Robert Rumfield looked back on his 1969 International Transtar, remembering there was no power steering or air conditioning, although he joked that the air-ride seat felt like a luxury at the time. Todd Radke described his 1978 Peterbilt cabover as having no power steering, no air conditioning and a Bostrom hydraulic seat, while Lesli Wash Hopkins remembered a 1972 Kenworth cabover with “Armstrong steering,” no air ride and air-powered windshield wipers. Reading those stories today offers a glimpse into how much effort it once took to spend a full day behind the wheel.

More Than Just a Truck

As the conversation continued, it became clear that many drivers weren’t talking about equipment as much as they were remembering milestones.

Donnie Becktold said he thought he was “big time” when he climbed into a 1984 Peterbilt 359 with a walk-in sleeper, 400 Cat engine, and 15-speed transmission. Anthony W. Contelli shared that his 1978 Kenworth Aerodyne cabover is still part of the family, adding that his daughter later drove it to both homecoming and graduation. Those stories show how a first truck often becomes connected to memories that extend well beyond a driver’s career.

Some Things Are Worth Holding Onto

Not every first truck has disappeared with time.

Penny Lang shared that she still owns her 1975 Kenworth, while Dennis Ternent said he bought his 1970 Kenworth W900A in 1978 and continues driving it every day. Skip Tool also noted that he still has the ¾-ton Chevrolet he purchased more than 50 years ago, proving that some trucks become permanent reminders of where a journey began.

Why Those First Trucks Still Matter

Among the hundreds of responses, one comment captured a feeling shared by many others.

Harry Yeager reflected on buying a 1972 International Transtar with a 903 Cummins, explaining that the challenges of learning to operate and maintain it eventually became the lessons that shaped his career. Looking through the conversation as a whole, that perspective seemed to tie everything together. Drivers remembered horsepower, transmissions, and paint colors, but what stayed with them most was what those trucks represented: the beginning of a profession, the confidence earned through experience, and the memories that remain long after the miles have passed.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: August 12, 2026

The post You Never Forget Your First Truck”: Drivers Share the Rigs That Started It All appeared first on Truck Drivers USA.

From the 1960s into the early 1980s, they hauled freight across the Interstate Highway System, lined truck stop parking lots, and filled dealership inventories. Nearly every major truck manufacturer built cabover models because they solved one of the industry’s biggest challenges at the time: fitting as much trailer as possible within legal length limits.

Today, conventional tractors dominate North American highways. Cabovers never disappeared completely, but they became a much less common sight. The shift happened gradually as regulations changed, truck designs improved, and fleets began placing greater value on driver comfort and operating efficiency.

When Shorter Trucks Meant Longer Trailers

For years, federal and state regulations limited the overall length of a tractor-trailer combination. Every foot occupied by the tractor was one less foot available for the trailer.

Cabovers offered a simple solution. By placing the driver above the engine instead of behind it, manufacturers eliminated the long hood found on conventional trucks. The shorter tractor allowed carriers to maximize trailer length while remaining within legal limits, making cabovers a practical choice for long haul freight.

As a result, manufacturers such as Freightliner, Kenworth, Peterbilt, International, Mack, and White all offered cabover models that became familiar across the country.

The Rules Changed

The biggest turning point came during the 1980s.

Federal highway regulations gradually shifted away from limiting the overall length of a tractor-trailer combination and instead focused on trailer length. Once carriers could legally operate longer trailers without relying on an exceptionally short tractor, one of the cabover’s biggest advantages began to disappear.

Conventional trucks suddenly had room to compete on other strengths.

Drivers Wanted More Space

Long haul trucking was also changing.

Drivers were spending more time on the road, and truck manufacturers were responding with larger sleeper cabs, improved seating, better insulation, and more storage. Conventional tractors offered engineers more flexibility when designing those features because the engine sat ahead of the cab rather than underneath it.

Ride quality improved as well. With the front axle positioned farther ahead of the driver, conventional trucks generally provided a smoother ride over rough pavement than many cabover models.

For fleets trying to attract and retain experienced drivers, those improvements became increasingly important.

Manufacturers Continued Improving Conventional Trucks

During the 1980s and 1990s, manufacturers invested heavily in aerodynamic designs that reduced wind resistance and improved fuel economy.

Long, sloped hoods became more efficient than the boxier cabover designs that had been common for decades. At the same time, easier engine access simplified routine maintenance because technicians could raise a hood instead of tilting an entire cab forward.

No single improvement replaced the cabover. Together, they made conventional trucks the better fit for most over-the-road applications.

Cabovers Still Have a Place

Although they are no longer the standard choice for long haul trucking in North America, cabovers continue to perform jobs where a compact design is an advantage.

Refuse collection, municipal services, airport operations, fire apparatus, and some heavy vocational applications still rely on cabover trucks because they can maneuver more easily in confined spaces than conventional tractors.

Outside North America, cabovers remain the dominant design in many countries. Narrower roads and stricter vehicle length regulations continue to make shorter tractors the practical choice throughout much of Europe and parts of Asia.

A Lasting Part of Trucking History

Cabover trucks helped shape modern trucking during a period when every inch of trailer space mattered. As regulations evolved and conventional tractors became more comfortable, more aerodynamic, and easier to maintain, fleets gradually changed direction.

While they no longer dominate interstate highways, cabovers remain an important part of trucking history and continue to prove their value in specialized applications where maneuverability matters as much today as it did decades ago.

Frequently Asked Questions

Why were cabover trucks so popular?

Cabovers allowed carriers to maximize trailer length when overall vehicle length limits were more restrictive than they are today.

Are cabover trucks still made?

Yes. Several manufacturers continue producing cabover trucks for vocational applications and international markets.

Why are cabover trucks common in Europe?

European vehicle length regulations and narrower road networks make compact truck designs more practical than conventional tractors in many situations.

Are cabover trucks harder to maintain?

Routine engine access typically requires tilting the cab forward, while conventional trucks generally provide easier access by raising the hood.

Do any American fleets still use cabover trucks?

Yes. Cabovers remain common in refuse collection, municipal fleets, airport operations, and other specialized applications where maneuverability is more important than long haul comfort.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 15, 2026

The post Why Cabover Trucks Fell Out of Favor in North America appeared first on Truck Drivers USA.

Although manufacturers operate additional facilities for engines, components, and specialty vehicles, the following plants are among the largest and most important final assembly locations for Class 8 trucks in North America.

Cleveland, North Carolina

Freightliner’s Cleveland Truck Manufacturing Plant has become one of the busiest heavy-duty truck assembly facilities in North America. Operated by Daimler Truck North America, the plant is best known for building the Freightliner Cascadia, a model that has led the North American Class 8 market for years.

The facility has expanded multiple times since opening, reflecting continued demand for Freightliner highway tractors. In addition to final assembly, Cleveland serves as a key production center within Daimler’s broader North American manufacturing network.

Dublin, Virginia

Volvo Trucks builds nearly all of its North American highway models at the New River Valley Plant in Dublin, Virginia.

The plant opened in 1975 and has grown into Volvo’s largest truck manufacturing facility worldwide. Today it assembles the VNL, VNR, VNX, and VHD while incorporating advanced robotics, automated material handling systems, and modern quality control processes throughout production.

Denton, Texas

Peterbilt’s Denton manufacturing plant has been the company’s primary assembly location since the early 1980s.

The facility produces both highway and vocational trucks, including the Model 579, one of Peterbilt’s best-known long-haul tractors. Denton also houses engineering, testing, and administrative operations, making it one of the company’s most important campuses.

Chillicothe, Ohio

Kenworth’s Chillicothe Assembly Plant remains one of PACCAR’s largest truck manufacturing facilities.

The plant assembles a range of on-highway and vocational models while using robotic welding systems, automated paint operations, and extensive inspection procedures. Continuous upgrades over the years have helped the facility keep pace with changing production demands and manufacturing technology.

Macungie, Pennsylvania

Mack Trucks has built commercial vehicles in Pennsylvania for generations, and its Lehigh Valley Operations facility in Macungie continues that tradition today.

The plant assembles the Anthem, Granite, Pinnacle, LR, MD, and TerraPro model lines for customers across North America. While Mack’s products have evolved considerably, the company’s long manufacturing history remains closely tied to Pennsylvania.

More Than an Assembly Line

A finished truck represents the work of far more than a single factory.

Before reaching final assembly, engines, transmissions, axles, wiring harnesses, braking systems, electronics, interiors, and other major components are produced at facilities throughout North America. Final assembly plants bring those components together before each truck undergoes inspection, testing, and quality verification.

Although the names on the hood differ, every manufacturer follows the same basic goal: producing trucks that can withstand hundreds of thousands of miles in demanding commercial service.

Frequently Asked Questions

Why are so many truck manufacturing plants located in the southern United States?

Many manufacturers expanded into the South because of available land, transportation access, established supplier networks, and a skilled manufacturing workforce. Proximity to major interstate highways and distribution routes also supports efficient delivery throughout North America.

Are heavy-duty trucks built only in the United States?

No. Heavy-duty truck manufacturing takes place in both the United States and Mexico. Modern production relies on facilities in both countries, with components moving across borders before final assembly.

Do manufacturers build every part of a semi truck themselves?

No. Most heavy-duty trucks contain components supplied by hundreds of specialized manufacturers. Assembly plants receive those parts before completing final assembly and inspection.

Which truck plant has been operating the longest?

Several facilities have decades of manufacturing history. Volvo’s New River Valley Plant opened in 1975, while Mack has maintained truck manufacturing operations in Pennsylvania for well over a century through various facilities.

How many trucks can a modern assembly plant build?

Production varies by manufacturer, staffing levels, demand, and model mix. Large heavy-duty truck plants are capable of producing hundreds of trucks during a typical production week.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 13, 2026

The post The Largest Truck Manufacturing Plants in North America appeared first on Truck Drivers USA.

Established in 2021, the American Trucking and Industry Leader Hall of Fame honors the people, companies, and organizations that have made lasting contributions to trucking and commercial transportation across the United States.

Chester England Recognized for Building C.R. England

Chester England entered the transportation business in 1920 after purchasing a Model T truck to provide farm-to-market delivery service in Utah. As demand grew, he expanded into dairy transportation before steadily growing the company into one of the nation’s largest truckload carriers.

A significant milestone came in 1957 when C.R. England introduced 72-hour coast-to-coast service, helping improve long-haul freight transportation across the country. The company continued expanding throughout the following decades, opening a terminal in New Jersey in 1978 and establishing operations nationwide.

Today, C.R. England operates terminals in Utah, California, Texas, Indiana, and New Jersey. The carrier’s fleet includes more than 3,900 trucks and employs approximately 4,000 professional drivers.

Harold C. Groendyke Helped Pioneer Tank Trucking

Harold C. Groendyke founded Groendyke Transportation in 1932 after hauling his first load of kerosene from Borger, Texas, to Beaver, Oklahoma. Using a Ford truck equipped with a homemade tank, he helped establish what would become one of the country’s leading tank truck operations.

Over the following decades, the company expanded throughout the Midwest and Southwest, serving customers across multiple states while supporting the growing petroleum industry. Groendyke also opened one of Oklahoma’s earliest truck stops in Enid during the late 1940s, providing services for professional drivers traveling through the region.

Today, Groendyke Transportation operates approximately 40 locations across 16 states and remains one of the largest tank truck carriers in the United States.

Al Peterman Founded an Iconic Truck Manufacturer

Before entering truck manufacturing, Al Peterman worked in Washington state’s lumber industry, where he relied on trucks to transport timber more efficiently than railroads. After acquiring the assets of Fageol Truck and Motor Company in 1939, he launched Peterbilt Motors Company.

Peterbilt quickly established a reputation for producing durable, high-quality commercial trucks. The company’s well-known red oval logo was introduced in 1953, and Peterbilt later became part of PACCAR Inc.

Today, Peterbilt manufactures heavy-duty trucks in Denton, Texas, as well as facilities in Quebec, Canada, and Mexicali, Mexico, serving customers throughout North America.

Honoring Leaders Who Shaped the Trucking Industry

ATHS created the American Trucking and Industry Leader Hall of Fame to preserve the history of trucking while recognizing the individuals and organizations whose leadership continues to influence the industry. The Hall of Fame provides a permanent, publicly accessible place to celebrate those whose innovations and achievements helped move trucking forward.

The 2026 inductees will officially join the Hall of Fame during the induction ceremony scheduled for October at ATHS headquarters in Kansas City.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 6, 2026

Source: Land Line Media

The post ATHS Announces 2026 Hall of Fame Class appeared first on Truck Drivers USA.

The recognition is awarded by Military Friendly, an independent ratings organization that evaluates how employers recruit, retain, and support veterans through workplace policies and career development programs.

What the Recognition Means

Peterbilt earned the Military Friendly Employer designation based on its approach to veteran recruitment, career development, and long-term advancement opportunities. The evaluation looks beyond hiring numbers and considers how well organizations create environments where veterans can grow and build sustainable careers.

For individuals with military backgrounds entering manufacturing, engineering, technical, or leadership roles, the designation signals that Peterbilt has systems in place to recognize transferable skills and support professional transitions.

Leadership Perspective

Peterbilt leadership says the recognition reflects a broader commitment to its workforce, particularly those who have served.

“We are proud to earn the Military Friendly Employer designation,” said Jake Montero, Peterbilt general manager and PACCAR vice president. “It affirms our ongoing commitment to maintain a work environment that supports the growth and development of all employees, especially veterans and their unique contributions.”

Ongoing Support for Veterans

Peterbilt’s support for veterans and active-duty service members extends beyond hiring. The company operates a Veterans Employee Resource Group designed to help former service members connect, share experiences, and build internal networks.

Peterbilt also partners with organizations that support and recognize the military community, including Wreaths Across America and RecruitMilitary. These partnerships focus on honoring service members and helping veterans connect with civilian career opportunities.

Why It Matters Across the Industry

Military experience often translates well into manufacturing, engineering, logistics, and operational roles, where discipline, technical aptitude, and teamwork are essential. Employer recognition like the Military Friendly designation helps signal which companies are prepared to support those transitions.

For veterans considering careers within the trucking and transportation manufacturing sector, Peterbilt’s recognition highlights an employer that actively values military experience and invests in long-term employee development.

Source: The Trucker

The post Peterbilt Earns 2026 Military Friendly Employer Recognition appeared first on Truck Drivers USA.

Source: The Pete Store

Bringing Services Closer to Drivers

“We are excited to bring The Pete Store experience to Western North Carolina,” said Greg Arscott, president, The Pete Store. “This region is home to a large and growing base of Peterbilt customers, and this investment allows us to deliver the award-winning support they deserve closer to where they operate.”

The Asheville facility, located at 223 Amboy Road, spans 30,000 square feet on a five-acre site. It offers preventive maintenance, warranty repair, advanced diagnostics, and mobile service. Drivers and fleet operators can also rely on a broad all-makes parts inventory, helping minimize downtime for trucks operating across the region.

Creating Jobs and Supporting Local Fleets

The new location is expected to generate at least 30 positions this fall, including technicians, parts specialists, and support staff—providing career opportunities in the area while strengthening support for regional fleets.

A Growing Network

With Asheville joining the roster, The Pete Store now operates 31 locations across the eastern United States, reinforcing its commitment to keeping trucks on the road and drivers moving efficiently.

Source: The Trucker

Source: The Pete Store

The post The Pete Store Expands into North Carolina with New Asheville Location appeared first on Truck Drivers USA.

“We’re proud to be recognized as a Military Friendly Brand,” said Jake Montero, Peterbilt General Manager and PACCAR Vice President. “This honor reflects Peterbilt’s long-standing efforts to build meaningful connections with the military community not only as an employer, but as a brand that stands behind service members and their families through charitable partnerships, outreach programs and initiatives that extend beyond the workplace.”

This badge of honor is awarded to brands demonstrating excellence in culture, policy, and partnerships that genuinely uplift veterans and service families. Peterbilt’s designation reflects their active collaborations with programs like Wreaths Across America and RecruitMilitary, support for veteran training through the Peterbilt Technical Institute, and the ongoing contributions of their Peterbilt Veterans Employee Resource Group.

On Thursday, Peterbilt also reaffirmed its status as a 2025 Military Friendly Employer (MFE) bringing military commitment from branding into hiring and retention efforts.

“Peterbilt has created a space where veterans’ service and talents are valued,” said Christopher Smith, Design Engineer and President of the Peterbilt Veteran Employee Resource Group. “From the employee resource group, to the exclusive veteran-branded hats we wear at work, to special events that celebrate and recognize our team members’ service.”

To learn more about how Peterbilt supports military members and their families, click here.

Source: The Trucker
Image and Source: Peterbilt

The post Peterbilt Earns 2025 Military Friendly Brand Recognition appeared first on Truck Drivers USA.

If you’re a driver wondering when newer rigs might start showing up again, or when fleets might start investing in better equipment, this shift matters. Here’s what’s shaping up and why 2026 could look different.

What’s Slowing Things Down?

In Paccar’s Q2 earnings call, Feight made it clear: the hesitation in new truck orders is mostly about uncertainty. Fleets aren’t rushing to replace equipment just yet because too many variables still feel unpredictable — from trade policies to emission rules.

“I don’t think it’s just one area,” Feight told analysts. “I think it’s just getting certainty because, as we get clarity, that will create confidence for our customers. And as they have confidence, then that will increase their ability to order trucks.”

And right now, that confidence is still building. Overcapacity in the truckload sector has put pressure on rates and kept demand low, but that’s slowly starting to shift.

What Could Turn Things Around?

Feight outlined a handful of factors that could shake up the market and create momentum. As these pieces come together, the result could be a wave of truck purchases—benefiting both carriers and drivers.

He pointed to:

• A more balanced truckload sector as excess capacity works its way out
• The One Big, Beautiful Bill Act’s tax benefits create room for investment
• Upcoming emissions rules (specifically the 2027 NOx limits) are driving early equipment upgrades
• And a clearer picture of tariffs, which have inflated costs for months

“One of the things [in] the truckload sector … is that there was some overcapacity,” Feight said. “I think that overcapacity is coming out gradually. And as that gets in balance, it will help with rates … which will help with profitability for the carriers, which will help with the truck orders.”

As rates improve, so will carriers’ willingness to spend on new equipment. That means more reliable trucks—and potentially more options—on the road for drivers.

Where 2026 Comes Into Play

One big catalyst on the horizon? New NOx regulations arriving in 2027. These lower emissions limits will increase costs on newer models, which may push fleets to buy earlier to save money.

Feight explained it this way:
“The law in 2027 is that the standard of NOx will move from 200 milligrams down to 35 milligrams. And if it moves from 200 milligrams to 35 milligrams, that will bring cost to the product, which will encourage customers to buy trucks, probably beginning later in this year.”

And with those pre-buy decisions kicking in, he expects momentum to pick up.

“I feel pretty good about 2026,” he said. “I think that there’s going to be clarity on these regulatory standards … around tariffs one way or another. And … the trucks are getting used. So, 2026 should see improvement.”

What It Means for You

This shift isn’t just about Paccar’s sales — it could shape the rigs you see (and drive) in the next year or two. If the market starts picking up steam:

• Fleets may start cycling in newer trucks again
• Tariff resolutions could ease price pressure on parts and equipment
• Pre-buy trends could give owner-operators more incentive to invest sooner

Whether you’re driving for a carrier or planning your next purchase, these changes could lead to better rides, fewer breakdowns, and more chances to grab the keys to newer gear.

Feight’s forecast points to a rebound—not overnight, but soon. For truckers on the ground, that could mean a stronger market, more investment in equipment, and a better seat for the long haul.

Source: Transport Topics
Image Source: Glass Door

The post Why Paccar Thinks Truck Orders Are About to Climb — and What That Means for Drivers appeared first on Truck Drivers USA.

Launched in 1980, PacLease began as a way for dealerships to offer more to buyers seeking flexible transportation options. “It enabled these dealerships to better serve their customers – many of which were looking into full-service leasing as a product offering for these specific buyers,” according to a release issued Monday. “That has culminated into nearly 41,000 PACCAR vehicles being in lease or rental service worldwide through PacLease.”

Ken Roemer, President of PACCAR Leasing, reflected on the company’s founding. “In 1980, PacLease was established during a pivotal moment in the trucking industry marked by deregulation, offering customers greater flexibility and control over how they managed their transportation needs,” he said. “It made a lot of sense for our dealerships to join the PacLease network — we started with 17 franchises located across the United States and Canada. While fleets could lease PACCAR products from other full-service leasing companies, we felt a direct connection with Kenworth and Peterbilt dealerships – who could custom-spec a truck for their customer’s exact requirements – would be a differentiator in the marketplace. And, looking back, it certainly has been.”

That momentum has only accelerated over the decades. “And, it hasn’t stopped,” Roemer added. “Today, we’re continuing to touch customers in the U.S., Canada, as well as in Mexico, Australia and Europe. It’s been exciting to see the growth.”

A Network That Keeps Fleets Moving

Today, PacLease supports its global fleet through 665 service locations—540 of them in the U.S. and Canada. That reach plays a critical role in keeping trucks on the road.

“Providing service virtually everywhere has been a key to our sustained growth,” Roemer said. “Our franchises, while independently owned, know the key to great customer service is to treat each customer as if it were their own. If there ever is a problem on the road, a PacLease location is there to offer full support to keep the truck moving.”

Expanding to Meet Today’s Needs

PacLease has continued to evolve alongside the trucking industry. In 2024, the company launched an online Franchise Portal, giving its franchise network access to real-time fleet reports and prognostic information—tools designed to improve uptime and efficiency.

The company also offers contract and managed maintenance programs, helping fleets that run both leased and owned vehicles. “That’s been especially attractive for fleets that have a combination of leased and owned vehicles,” Roemer said. “Trucks continue to evolve in technology, making them more challenging to service for those with their own shops. As a result, more fleets are relying on PacLease to provide that support – saving them time, money, and downtime.”

Built on Quality and People

As PacLease celebrates 45 years, Roemer credits its long-term success to the strength of PACCAR products and the people behind them. “Premium Kenworth, Peterbilt, and DAF trucks are the hallmark of PACCAR. It’s why the company has been so successful over the years,” he said. “But it also takes a strong, dedicated franchise group to back those products with an unrelenting passion for customer support and service. Great products, backed by great service, is the key to being successful in today’s environment. I couldn’t be prouder of our team, our franchises and our customers of what we’ve achieved in our first 45 years. Our goal remains the same – to be the transportation solutions provider of choice for the full-service lease and rental market.”

Image Source: PacLease
Source: The Trucker

The post PacLease Celebrates 45 Years of Service and Growth appeared first on Truck Drivers USA.

A Seamless Powertrain Built for Versatility

Headquartered in Denton, Texas, Peterbilt designed the latest transmission-engine pairing to offer unparalleled performance for both on-highway and vocational tasks, including dump truck and tanker operations.

Erik Johnson, assistant general manager of Sales and Marketing at Peterbilt, shared his thoughts on the new development, saying, “The seamless integration of the TX-12 PRO transmission and the PACCAR MX-13 engine creates a robust powertrain configuration for many types of on-highway and vocational applications.”

Fuel Efficiency and Reliability at Its Core

According to Peterbilt, the TX-12 PRO was crafted to deliver exceptional fuel economy and enhanced uptime. When combined with the MX-13 engine, the powertrain offers an impressive torque capacity of up to 1,700 lb.-ft. Its versatility makes it a perfect fit for a range of vehicles, including municipal trucks, tankers, dump trucks, and beyond.

Peterbilt’s latest innovation reinforces its commitment to providing cutting-edge, efficient, and reliable solutions for both vocational and commercial operations.

Source: The Trucker

Image Source:Peterbilt

The post Peterbilt Introduces Advanced Transmission-Engine Combo for Models 579, 567, and 589 appeared first on Truck Drivers USA.