- #PETERBILT AUTOMATIC TRANSMISSION DRIVER#
- #PETERBILT AUTOMATIC TRANSMISSION MANUAL#
- #PETERBILT AUTOMATIC TRANSMISSION PRO#
Good news for the drivers, Peterbilt designed the TX-18 with 18 gears which means very small gear steps.Īnd, then we get to one of the features which I had a lot of fun with on the proving grounds 8% grade hill – urge to move. Going back to that parasitic loss improvement, Peterbilt says that because of the efficiency improvements in the build of the TX-18, you don’t need a transmission cooler below 110,000 lbs. And, although Peterbilt admits it’s hard to estimate fuel economy on trucks because there are so many applications, they estimate there’s about a 2% improvement over the previous AMT nonetheless. lighter than the previous vocational AMT iteration. The company says the TX-18 has a 47% reduction in parasitic losses and is 225 lbs. This might come in handy for a rock spreader, paint stripers, or a dump truck where you want to spread as you go.
#PETERBILT AUTOMATIC TRANSMISSION DRIVER#
This transmission also offers a mobile PTO, so the driver can operate the PTO while driving. The TX-18 comes standard with two PTO openings, one on the back of the transmission and one on the bottom, and combined Peterbilt says this is going to equal 160 HP.
#PETERBILT AUTOMATIC TRANSMISSION PRO#
The base TX-18 variant is more suited toward on-highway, high performance with some mild vocational applications, while the TX-18 Pro is better suited for on- & off-highway high performance with both mild and vocational applications. Just keep in mind that it’s going to depend on your fleet, and fleets should definitely talk to a dealer about the specifics if they’re interested in spec’ing this component. So, Peterbilt says the really heavy vocational applications, logging, or trucks running in an oil field, mining, things like that, the TX-18 Pro is probably going to be the direction you end up going. ft of torque and up to 140,000 pounds GCWR, but the Pro model also features six reverse gears, an extreme duty clutch and is specifically calibrated to be able to handle off-highway performance. Getting technical, both variants are rated for 1,850 lb. So, we’ve got the TX-18 and TX-18 Pro – what’s the difference? The base TX-18 variant is more suited toward on-highway, high performance with some mild vocational applications, while the TX-18 Pro is better suited for on- & off-highway high performance with both mild and vocational applications. Each truck had the same MX-13, 510 HP engine. Peterbilt had three trucks waiting for me – a 389 spec’d with the TX-12 carrying 80,000 lbs., a sleeper cab with the TX-18 carrying 80,000 lbs., and finally a day cab with the TX-18 Pro carrying 140,000 lbs. So, if your trucks are hauling more than that, or if maybe you’re hauling 100 or 110,000 pounds but you’re in the mountains and you’re going up and down steep hills or maybe regularly sitting in traffic on a 10% grade, Peterbilt says the TX-18 is going to meet your needs.
#PETERBILT AUTOMATIC TRANSMISSION MANUAL#
The TX-18 is kind of the next step up from the PACCAR TX12 automated manual transmission that you’ll also find in the MX-11 and MX-13 engines, which is rated up to 110,000 pounds. ft of torque and is rated up to 140,000 pounds of gross combined vehicle weight rating.
Peterbilt says the combination of the TX-18 transmission and the MX engine provides up to 1,850 lb. Now, a little background, the TX-18 is designed to work exclusively with the PACCAR MX-11 and MX-13 engines available in Peterbilt Models 567, 389 and 579, and the thought is that this transmission will just be a workhorse for vocational applications like heavy haul, dump truck, and cranes.
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