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New Fuso Canter with first dual-clutch transmission for trucks; start/stop an option

The new Fuso Canter from Daimler Trucks, now designated TF (as successor of the successful TD), features the first dual-clutch transmission for trucks. (Earlier post.) In addition to lower fuel consumption, the direct-shift transmission, well known from its use in passenger cars, causes less wear to auxiliary equipment, reduces the burden on the driver, particularly on short trips, and combines the convenience benefits of an automatic transmission with the economy of a manual transmission.

The new Canter is also available with a start/stop function as an optional extra, with both the Duonic dual clutch and manual transmissions.

The compact Duonic dual-clutch transmission is based on a mechanical six-gear manual transmission, with two hydraulic wet clutches and electronic control. The two maintenance-free clutches are arranged concentrically and integrated into the gearbox housing.

Clutch number one is used for forward gears one, three and five, while clutch two handles gears two, four and six. The advantage of a dual-clutch transmission is that the next gear is already engaged while driving, allowing extremely fast and completely smooth gear shifting.

The inevitable torque losses of an automatic transmission are eliminated with the dual-clutch transmission, since it operates with the high level of efficiency of a mechanical transmission.

However, the Duonic dual-clutch transmission borrows the practical creep function from the automatic transmission. This allows maneuvering at low speed, controlling the vehicle’s movement with just the brake pedal. The transmission system also features a parking position.

As with a standard automatic transmission, or a modern automatic transmission with torque converter, it is possible to change gears manually at any time with the Duonic dual-clutch transmission by briefly pressing the joystick selector lever on the instrument panel.

Moving the selector lever briefly to the left allows the driver to shift between automatic and manual gearshift modes. The selector lever moves in two gates: in the left-hand gate, the selector lever is in position “D” for the fully automatic mode. If necessary, the driver can change to manual gearshift by briefly pushing the lever up or down. If the lever is pushed to the right, the selector lever in the right-hand gate moves into position “N” for neutral. From this position, pushing the lever up engages the parking position, while pushing it down engages reverse gear.

Comparison measurements have demonstrated that the Duonic dual-clutch transmission operates as economically as the manual Canter transmission. With inexperienced drivers, the Duonic dual-clutch transmission almost invariably results in a significant reduction in fuel consumption, Daimler says. The same is true for the optional Eco mode, which has shift points for optimum fuel consumption. This mode is engaged by pressing a button.

With ratios of 5.397 (first gear) to 0.701 (sixth gear), the underlying six-speed transmission is widely spread. In practice, this means a lot of power is available when driving off, and fuel-efficient maneuvering is possible at low speed in the highest gear. Due to the system’s tight gear ratios, the right gear is available for every driving situation.

Engines. The transmission is connected to the Euro 5 four-cylinder turbo diesel engine. The drive unit with a displacement of 3.0 liters is now available in three power units: 96 kW (130 hp), 110 kW (150 hp) and 129 kW (175 hp). The modern, long-stroke engine with the internal code 4P10 features two robust chain-driven overhead camshafts; four valves per cylinder; an exhaust gas turbocharger with variable turbine geometry; common rail injection system; and piezo injectors for precise metering of fuel.

The top and bottom power units have remained unchanged in the new model. The middle engine variant has a nominal increase in output from 107 kW (145 hp) to 110 kW (150 hp). The maximum torque remains unchanged at 370 N·m, but is now available over an exceptionally wide engine speed range between 1320 and 2840 rpm.

The following are the output and torque figures for new Canter:

  • 96 kW (130 hp) at 3000–3500 rpm, 300 N·m (221 lb-ft) at 1300–3050 rpm
  • 110 kW (150 hp) at 3500 rpm, 370 N·m (273 lb-ft) at 1320–2840 rpm
  • 129 kW (175 hp) at 3500 rpm, 430 N·m (317 lb-ft) at 1600–2860 rpm

Exhaust gas aftertreatment.: As in the previous Canter, there are two exhaust gas aftertreatment systems. A combination of exhaust gas recirculation and particulate filter purifies the exhaust in the models with gross vehicle weights of 3.5 t and 6.0 t, and in the lower of the two power units with a gross vehicle weight of 7.5 t.

The most powerful engine version, developing 129 kW (175 hp), is available in the gross vehicle weight class of 7.5 t and, as before, additionally features AdBlue injection with SCR technology. The AdBlue tank in the Canter is housed on the left-hand side, immediately adjacent to the fuel tank, and holds 12 l. The low fuel consumption figures that become possible with AdBlue give the vehicle a range of around 8000 km.

An automatic regeneration of the particulate filter is standard. Manual regeneration of the particulate filter may be required if the vehicle is used mainly for extremely short trips. A control lamp shows the driver when regeneration is needed by hand. The regeneration by hand is to be activated by a switch.

The new Canter with 7.5 t gross vehicle weight currently meets the EEV voluntary emissions level. All other models meet the Euro 5 and optional EEV standards.


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