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.

Now in its 11th year, the annual program recognizes veterans who have demonstrated leadership, professionalism, and a commitment to safety after entering the trucking industry.

Meet the 2026 Elite 11

The 2026 semi-finalists were selected from nominations submitted by trucking carriers, CDL training schools, private fleets and individuals nationwide. This year’s group represents four branches of the U.S. Armed Forces.

The 2026 Elite 11 includes:

• Jeffrey Barber, U.S. Army, Prime Inc.
• Brandon Ward, U.S. Navy, Werner Enterprises
• Mohammad Arzola, U.S. Marine Corps, H-E-B
• Juan Rosado Lozada, U.S. Marine Corps, Roehl Transport
• Kishawn Forbes, U.S. Navy, Melton Truck Lines
• Gary W. Williams, U.S. Army, Stevens Transport
• Monica Brooks-Buck, U.S. Army, Werner Enterprises
• Jenn Wilken, U.S. Army, Prime Inc.
• Daryus Jones, U.S. Army, Anheuser-Busch
• Daniel Doss, U.S. Air Force, Melton Truck Lines
• Michael R. Bivens, U.S. Marine Corps, Stevens Transport

Several of the semi-finalists completed their CDL training through U.S. Department of Labor Registered Apprenticeship programs, reflecting the continued role apprenticeship pathways play in helping veterans transition into trucking careers.

Registered Apprenticeships Continue to Grow

According to the program’s organizers, about 60% of this year’s nominations came from drivers who are currently participating in or have completed a Registered Apprenticeship program. Five members of the Elite 11 are active apprentices.

Organizers say the apprenticeship model continues to provide veterans with a structured pathway into the trucking industry while helping carriers develop skilled professional drivers.

Winner Will Receive a New Kenworth T680

The overall winner will receive a new Kenworth T680 equipped with a 76-inch sleeper and the PACCAR Powertrain, including the PACCAR MX-13 engine, TX-12 automated transmission and DX-40 tandem rear axles.

The truck also includes DigitalVision Mirrors, Bendix Fusion Adaptive Cruise Control with Stop and Auto Go, Lane Keeping Assist with Torque Assisted Steering, a factory-installed refrigerator and several driver comfort features.

What’s Next?

The semi-finalists will be recognized Sept. 22 and 23 at the National Veterans Memorial and Museum in Columbus, Ohio. They will also tour Kenworth’s manufacturing plant in Chillicothe, where the finalists will be announced.

Public voting is scheduled for Nov. 1 through Nov. 11, with the results serving as one factor considered by the selection committee.

The 2026 Transition Trucking: Driving for Excellence Award winner will be announced Dec. 14 during the Veteran Ready Summit at the U.S. Military Academy at West Point.

For more information about the Transition Trucking: Driving for Excellence Award, visit the program’s official website.

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 11, 2026

Source: The Trucker

Image Source: Kenworth

The post Kenworth Announces 11 Semi-Finalists for 2026 Transition Trucking Driving for Excellence Award appeared first on Truck Drivers USA.

The coverage is scheduled to begin in August and will follow this year’s award program through the selection of the winner in December.

Transition Trucking: Driving For Excellence was launched in 2015 by Kenworth, FASTPORT, and the U.S. Chamber of Commerce Foundation’s Hiring Our Heroes program to recognize military veterans who have successfully transitioned into professional trucking careers.

Series Will Follow the 2026 Award Program

According to the press release, PodWheels plans to produce between 20 and 25 podcast episodes documenting the 2026 competition, while The Trucker will publish a series of feature articles written by PodWheels founder and executive producer Greg Thompson.

The organizations said the coverage will begin with the announcement of this year’s “Elite 11” semifinalists in early August and continue through the presentation of the award in December.

As part of the project, Thompson plans to interview each of the 11 semifinalists for PodWheels’ Destinations podcast series. Those interviews will also serve as the basis for feature stories appearing on TheTrucker.com.

Coverage Will Include Key Transition Trucking Events

The press release states that PodWheels will travel to Columbus, Ohio, in September to cover events recognizing the semifinalists at the National Veterans Memorial and Museum, along with activities at Kenworth’s manufacturing facility in Chillicothe, where this year’s finalists will be announced.

The winner of the 2026 Transition Trucking: Driving For Excellence Award will receive a new Kenworth T680 during the program’s awards presentation in December.

Program Continues to Highlight Veterans Entering Trucking

For more than a decade, the Transition Trucking program has recognized military veterans beginning careers in the trucking industry. The annual selection process starts with nominations submitted by motor carriers and CDL training providers before being narrowed to the Elite 11 semifinalists, followed by a group of finalists announced later in the year.

In the press release, representatives from PodWheels, The Trucker Media Group, and FASTPORT said the expanded coverage is intended to bring greater visibility to the award program while sharing the personal stories of veteran drivers making the transition into the trucking industry.

Podcast episodes will be distributed through PodWheels.com and major podcast platforms, while related feature stories will appear on TheTrucker.com.

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 3, 2026

Source: EIN Presswire

The post PodWheels and The Trucker Announce Coverage of Transition Trucking’s Driving for Excellence Award 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.

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.

The Transition Trucking award, made possible through a collaboration between Fastport, Kenworth, and the U.S. Chamber of Commerce Foundation’s Hiring Our Heroes initiative, honors military veterans who have taken the important step of transitioning into careers within the trucking industry.

Brad Bentley, Fastport president, highlighted the significance of the program, stating, “The transportation industry not only embraces a veteran-ready ethos but actively integrates the invaluable skills and experiences our service members bring. We are thrilled to return to the Mid-America Trucking Show with this year’s Transition Trucking: Driving for Excellence grand prize – the Kenworth T680, a symbol of innovation and opportunity. Participating in the largest gathering of heavy-duty trucking professionals offers an unparalleled platform to honor our veterans and inspire new talent from the military community to join our ranks.”

Nominations Are Now Open

Nominations for this year’s Transition Trucking award are officially open. The deadline for submitting applications is set for June 20, providing nominators with several months to recognize exceptional veteran drivers who embody excellence in the industry.

Kyle Kimball, Kenworth’s director of marketing, expressed Kenworth’s dedication, saying, “Kenworth is honored to participate in this life-changing initiative for the tenth consecutive year, and we look forward to awarding our flagship T680 to a deserving military veteran at the end of this year.”

More Than Just the Grand Prize

While the spotlight shines on the T680 grand prize, finalists for the award will also receive significant rewards. Last year, the second-place finisher received $10,000, and the two other finalists each received $5,000.

Public Voting and Award Announcement

The public can play a role in November by voting for their favorite finalist. Afterward, a panel of judges will evaluate the candidates according to the official Transition Trucking award guidelines. The grand-prize winner will be revealed on December 12 at the U.S. Chamber of Commerce in Washington, D.C.

Honoring Veterans in Transportation

“The transportation industry is a natural fit for veterans looking to continue a purpose-driven career that leverages the critical skill sets, specialized training, and leadership gained during military service – all highly coveted attributes that make them a strategic asset,” said Eric Eversole, vice president of the U.S. Chamber of Commerce and president of Hiring Our Heroes. “Hiring Our Heroes is proud to partner with Fastport and Kenworth for the tenth year to help service members successfully transition into the commercial trucking industry.”

Source: Land Line

The post Kenworth Celebrates a Decade of Donating Grand Prize for Transition Trucking Award appeared first on Truck Drivers USA.

Kenworth confirmed the news, acknowledging that discontinuing these iconic models was a tough decision but necessary due to changing industry standards. Kevin Haygood, Kenworth’s assistant general manager for sales and marketing, expressed, “We know these legacy Kenworth models are an integral part of our history here at Kenworth, which makes this decision a difficult but necessary one as we enter the next era of trucking.” Haygood also shared that Kenworth will issue a final call for build orders later in the year, urging dealers and customers to submit orders as soon as possible.

Haywood said the W900 has been “truly historic in that it’s helped shape North American trucking culture and tradition as we know it today… We look forward to seeing them on our roads and at truck shows for many years to come.”

Original Story Follows:

Kenworth will phase out the W900L, W900B, T800W, and C500 models due to stricter emissions regulations and other factors. A source recently confirmed that the company is expected to officially announce the discontinuation soon, with details likely to be released around the Mid-America Trucking Show.

The W900’s discontinuation has been anticipated for some time. Kenworth debuted the model in 1961, and it has since become a staple in the trucking industry, particularly among owner-operators. However, tightening emissions standards are pushing Kenworth to discontinue these models.

Chuck Peterman, Vice President of Sales at the Inland Kenworth dealer network, addressed the future of the W900 and manual transmissions in a video released in late January. Peterman explained, “The W900 has been Kenworth’s flagship model for decades… In recent years, the W900 has seen a precipitous drop in build volumes as many small operators who preferred the truck unfortunately have left the industry. Fleets have demanded more aerodynamic offerings, and the government has made it increasingly difficult for Kenworth to meet their regulatory mandates.”

Despite the looming end of the W900 production, Peterman noted that current W900 models could see an increase in value. He stated that this change “makes current trucks even more valuable from an image, pride, and resale standpoint.” He assured customers that Inland Kenworth would continue to meet W900 demand for the time being but emphasized that this would change in the future.

Peterman also discussed the fate of manual transmissions in future Kenworth models. He stated that every truck produced by Kenworth has a greenhouse gas score, which improves with more aerodynamic models like the T680. He assured customers that manual transmission components would be available as long as possible despite the company’s focus on meeting stricter emission and efficiency standards.

As Kenworth prepares for the next chapter, the W900’s place in trucking history remains undeniable, and its eventual farewell marks the end of an era for many drivers.

Source: Overdrive

Image Source: Matt Cole

The post Kenworth to Discontinue W900 Models, T800W, and C500 Due to Emission Standards appeared first on Truck Drivers USA.

Source: Kenworth

What’s New in the ADAS Packages?

All three packages are built on the foundation of the updated Bendix Fusion system. This advanced platform includes several cutting-edge technologies aimed at improving safety and ease of driving. Key features available with the base ADAS package include:

• Adaptive Cruise Control (ACC) with Stop & Auto Go

• Pedestrian Autonomous Emergency Braking (PAEB)

• High Beam Assist

These systems rely on a new forward-facing camera that enhances performance, backed by additional capabilities already available in Bendix Fusion. These include Autonomous Emergency Braking (AEB), Multi-Lane AEB, Highway Departure Braking (HDB), Stationary Vehicle Braking (SVB), Lane Departure Warning, and Bendix Blindspotter Side Object Detection technology.

Another included feature is Tire Pressure Monitoring, which keeps drivers informed about tire health in real-time, helping prevent potential tire-related incidents on the road.

Upgraded Features with ADAS Pro and Premier

For those seeking more advanced functionality, the ADAS Pro and Premier packages expand on the base offering with added driver-assist technologies:

• Lane Keeping Assist: Gently ensures the truck and trailer stay within their lane, providing extra peace of mind during long drives.

• Torque Assisted Steering: Reduces the effort needed to control the steering wheel, enhancing driver comfort and making turns easier.

What Sets ADAS Premier Apart

The top-tier ADAS Premier package includes everything from the Pro tier and introduces Kenworth’s DigitalVision Mirrors. These high-tech mirrors replace traditional side mirrors with advanced digital displays, which provide a clearer and broader field of view, improving visibility and situational awareness for drivers.

A Commitment to Safer, Smarter Driving

Kenworth is positioning these new ADAS packages as tools to address key industry challenges like driver fatigue and highway safety. Kevin Haygood, Kenworth’s assistant general manager for sales and marketing, emphasized the importance of these advancements:

“Driver assistance systems contribute in helping to reduce driver fatigue and enhancing the ease of operating commercial trucks,” said Kevin Haygood, Kenworth’s assistant general manager for sales and marketing. “These new ADAS offerings will give our T680 customers more options to select features that support safe driving practices and also enhance the overall driving experience.”

Source: Overdrive

The post Kenworth Introduces New Advanced Driver Assistance System Packages for T680 appeared first on Truck Drivers USA.