partsnow/us-heavy-duty-trucks huggingface dataset:
Freightliner Cascadia (2007–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit DD13; Detroit DD15; Detroit DD16; Cummins X15 | Horsepower: 350–605 hp
Applications: Long-haul; Regional; Team
America's best-selling Class 8 truck.
Launched in 2007 as Freightliner's flagship aerodynamic Class 8 on-highway tractor, the Cascadia became the first Class 8 truck in North America to reach 1 million units built, a milestone Daimler Truck celebrated on April 24, 2024. Across its generations the platform has improved fuel efficiency by more than 35 percent, cementing it as the continent's best-selling heavy truck.
Freightliner M2 106 (2002–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 6; 7 | Body type: Medium-Duty | Rating: 25,000–33,000 lb GVWR
Engines: Cummins B6.7; Cummins L9; Detroit DD8 | Horsepower: 200–350 hp
Applications: Delivery; Utility; Beverage; Tow
The do-everything medium-duty workhorse.
Introduced in early 2002 out of a $250 million development program, the M2 106 anchored Freightliner's new Business Class M2 line and replaced the older FL-Series medium-duty trucks. Its name comes from its 106-inch BBC (bumper-to-back-of-cab) dimension, and it launched with the Mercedes-Benz MBE900 as standard power, growing into one of the most common Class 6-8 work trucks on US roads with GVWRs up to 66,000 lb.
Freightliner M2 112 (2002–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 7; 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: Cummins L9; Detroit DD13 | Horsepower: 260–470 hp
Applications: Mixer-ready; Fuel; Heavy delivery
Medium-duty cab, heavy-duty muscle.
The heavy-duty sibling in the Business Class M2 family, the M2 112 takes its name from a longer 112-inch BBC (bumper-to-back-of-cab) and shipped with the bigger Mercedes-Benz MBE4000 as standard at launch. Built for Class 7/8 regional and vocational duty, it carries gross vehicle weight ratings up to 80,000 lb, well above its M2 106 stablemate.
Freightliner 114SD (2012–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: Detroit DD13; Cummins L9; Cummins X12 | Horsepower: Up to 505 hp
Applications: Dump; Plow; Utility; Crane
Set-back-axle vocational all-rounder.
Introduced in 2011, the 114SD is Freightliner's set-forward-axle severe-duty conventional aimed squarely at dump, mixer and refuse work. Configured for construction and municipal duty, it carries gross vehicle weight ratings as high as 92,000 lb with Detroit DD13 power rated up to 525 hp.
Freightliner 122SD (2012–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Severe-Duty | Rating: Up to 160,000 lb GCWR
Engines: Detroit DD15; Detroit DD16; Cummins X15 | Horsepower: Up to 605 hp
Applications: Heavy haul; Oilfield; Logging
Set-forward axle brute for the worst jobs.
The 122SD is Freightliner's extreme heavy-haul conventional and the direct descendant of the Coronado SD, built for the most punishing oilfield, logging and heavy-hauling work. It can be spec'd with up to 600 hp, 2,050 lb-ft of torque and a gross combination weight rating reaching 210,000 lb, on frame rails offering an RBM up to 5 million inch-pounds per rail.
Freightliner Coronado (2001–2020)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit DD15; Detroit DD16; Cummins ISX | Horsepower: Up to 600 hp
Applications: Owner-operator; Long-haul
Freightliner's big-chrome flagship of its era.
Unveiled in late 2000 / January 2001 for the 2002 model year, the Coronado was Freightliner's chrome-heavy, long-nose conventional courting traditional and owner-operator buyers, offered with Cummins, Caterpillar and Detroit engines. The original on-highway Coronado was discontinued in 2010, but its rugged DNA lives on in the current 122SD severe-duty truck.
Freightliner Columbia (2000–2015)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins ISX; Mercedes MBE4000 | Horsepower: Up to 515 hp
Applications: Long-haul; Regional
The workhorse before the Cascadia.
Built on the same cab structure as the Century Class but distinguished by its teardrop-shaped headlamps and smaller grille, the Columbia was Freightliner's fleet-focused aerodynamic Class 8 conventional of the 2000s. Freightliner introduced the all-new Cascadia in 2007 to succeed both the Columbia and the Century Class, and the Columbia was phased out of the North American lineup after 2010 (continuing for export through 2020).
Freightliner eCascadia (2022–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Detroit ePowertrain | Horsepower: Up to 470 hp equiv.
Applications: Drayage; Regional; Last-mile
Zero-tailpipe Class 8, in production.
Freightliner's first series-production battery-electric Class 8 truck, the eCascadia entered series production in 2022 after a test fleet logged well over one million real-world customer miles. It offers a typical range of around 230 miles, up to a 438 kWh battery and 320-470 hp, and can recharge to 80 percent in roughly 90 minutes for drayage and regional haul.
Freightliner FLD120 (1987–2007)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins N14; Cummins M11; Caterpillar 3406B/C | Horsepower: Up to ~520 hp
Applications: Long-haul; Regional; Vocational
The aero workhorse that hauled Freightliner into the modern era.
Introduced in 1987 as Freightliner's first aerodynamic Class 8 conventional, the FLD120 became the platform for the long-running FLD120 Classic — the square-hood Freightliner conventional that survived all the way to the 2010 model year.
Freightliner Classic XL (1995–2010)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins N14; Cummins ISX; Caterpillar C15 | Horsepower: Up to ~550 hp
Applications: Long-haul; Owner-operator; Heavy-haul
The long-nosed, chrome-laden icon every owner-operator wanted in the mirror.
Built on the 132-inch FLD132 platform, the Classic XL's extra-long hood made it the spiritual ancestor of the Coronado, which Freightliner launched in 2001 as its 21st-century successor.
Freightliner Century Class (1996–2010)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins ISX; Caterpillar C15 | Horsepower: Up to ~515 hp
Applications: Long-haul; Regional
Freightliner's first clean-sheet aero Class 8 conventional in over two decades.
Launched for 1996, the Century Class was the inaugural model of Freightliner's C-Series and replaced the aero FLD conventional; together with the Columbia it was retired in 2010 as the Cascadia took over.
Freightliner Argosy (1999–2006)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Cabover | Rating: Up to 80,000 lb GCWR
Engines: Detroit Series 60; Cummins ISM; Cummins ISX; Caterpillar C12 | Horsepower: Up to 500 hp
Applications: Long-haul; Heavy-haul
The last great American cabover to roam the interstate.
The Argosy was the final factory-built Class 8 cabover (COE) marketed in North America — after the 2006 model year no major US OEM offered a heavy cabover, though Argosy production continued for export markets through 2020.
Freightliner Condor (2002–2006)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins ISM; Mercedes-Benz MBE4000; Caterpillar C12 | Horsepower: Up to ~430 hp
Applications: Refuse; Vocational
The low-entry cab built from the wheels up for the garbage route.
The Condor was Freightliner's first low-entry COE, offering left-hand, right-hand, dual and stand-up drive options with a panoramic glass area for a wide field of vision — purpose-built to take on the Autocar Xpeditor in refuse before being retired after 2006.
Freightliner 108SD (2011–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 7; 8 | Body type: Severe-Duty | Rating: Up to 69,000 lb GVWR
Engines: Detroit DD8; Cummins L9; Cummins B6.7 | Horsepower: 200–380 hp
Applications: Construction; Utility; Municipal; Refuse; Oil & gas
Job-site tough, weight-optimized, and built to be upfit your way.
Launched alongside the 114SD at the 2011 ConExpo, the 108SD shares its severe-duty DNA with the bigger 114SD but uses a shorter 108-inch BBC and lighter spec for vocational work, with multiple factory PTO options for easy upfitting.
Freightliner eM2 (2023–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 6; 7 | Body type: Electric | Rating: Up to 33,000 lb GVWR
Engines: Battery-electric | Horsepower: 200–300 hp (continuous)
Applications: Last-mile delivery; Pickup & delivery; Vocational; Food & beverage
Thinking outside the box truck — the electric evolution of America's best-selling medium-duty.
The Class 7 eM2's 291 kWh battery delivers up to ~250 miles of range and can charge from 0 to 80% in roughly 60 minutes, with full torque available from 0 mph.
Freightliner FL-Series (Business Class) (1991–2007)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 5; 6; 7; 8 | Body type: Medium-Duty | Rating: Up to 58,000 lb GVWR
Engines: Mercedes-Benz MBE900; Cummins ISB/ISC; Caterpillar 3126/3126B | Horsepower: Up to ~330 hp
Applications: Pickup & delivery; Municipal; Utility; Vocational
The medium-duty original that put Freightliner in the local-delivery business.
The FL60/FL70/FL80 Business Class replaced the Mercedes-Benz L-Series in the US in 1991 and was Freightliner's first medium-duty line — the direct predecessor to today's M2, with countless units still working delivery and vocational routes.
Freightliner EconicSD (2018–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Detroit DD8 | Horsepower: 350 hp
Applications: Refuse; Recycling; Vocational
Step in, see everything, and own the curb on the waste route.
Derived from the Mercedes-Benz Econic, the EconicSD's low-entry cab has a first step just 19 inches high — about half that of a conventional waste truck — so crews can hop in and out all day on the route.
Freightliner MT45 / MT55 (Custom Chassis) (1995–present)
Manufacturer: Freightliner (parent: Daimler Truck North America), headquartered in Portland, Oregon, USA, founded 1942
Class: 5; 6; 7 | Body type: Medium-Duty | Rating: 14,140–30,000 lb GVWR
Engines: Cummins ISB/B6.7; GM 6.6L V8 gasoline | Horsepower: Up to ~300 hp
Applications: Walk-in delivery; Parcel; Food & beverage; Utility
The chassis under America's parcel and bread-truck fleets.
The Freightliner Custom Chassis MT45/MT55 walk-in van chassis is the backbone of parcel and route-delivery fleets — bodied by the likes of Morgan Olson — and is offered in diesel, gasoline, and an MT50e battery-electric variant.
Peterbilt 579 (2012–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; PACCAR MX-11; Cummins X15 | Horsepower: 405–565 hp
Applications: Long-haul; Regional
The aerodynamic flagship of the fleet world.
Launched in 2012 as Peterbilt's on-highway flagship, the aerodynamic Model 579 anchors the EPIQ fuel-efficiency package and in 2018 gained the integrated UltraLoft sleeper, which gives drivers a full 8 feet of standing headroom and roughly 70 cubic feet of storage. It is the truck most fleets pick when they want Peterbilt's best highway fuel economy in a Class 8 tractor.
Peterbilt 589 (2024–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins X15 | Horsepower: 405–605 hp
Applications: Long-haul; Owner-operator
The modern heir to the legendary 389.
Unveiled in 2023 and entering production in January 2024, the Model 589 is the direct successor to the legendary long-hood 389, carrying the classic chrome-and-stainless aesthetic into a new era. It moves to the wider 2.1-meter cab shared with the 579 and 567, giving drivers about 8 extra inches of interior room while keeping the cab-mounted mirrors, pod headlights, dual stacks, and 121-inch or 131-inch BBC aluminum hood that owner-operators love.
Peterbilt 389 (2007–2023)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins X15; Cummins ISX | Horsepower: Up to 605 hp
Applications: Owner-operator; Show truck
The chrome king. The owner-operator icon.
The Model 389 was Peterbilt's flagship long-hood conventional and a premium throwback prized by owner-operators, famous for the longest, lowest hood the brand ever built. Peterbilt produced the final 389 in 2024, ending the 359/379/389 family's roughly 57-year run and retiring the 300-series lineage; the new Model 589 took over its mantle.
Peterbilt 379 (1987–2007)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar C15; Cummins N14; Detroit Series 60 | Horsepower: Up to 600 hp
Applications: Owner-operator; Show truck
The legend that started the long-hood cult.
Produced from 1987 to 2007, the long-nose 379 became one of the most beloved owner-operator trucks ever, with the final 1,000 units sold as the special Legacy Class 379. Its star turn came in pop culture: a 1994 Peterbilt 379 served as the real-world body of Optimus Prime in the 2007 Transformers film, with red flames painted over a blue cab.
Peterbilt 567 (2013–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: PACCAR MX-13; Cummins X15; Cummins X12 | Horsepower: Up to 605 hp
Applications: Dump; Mixer; Heavy construction
Built to take a beating on the job site.
Unveiled at the 2013 Mid-America Trucking Show, the Model 567 is Peterbilt's heavy-duty vocational workhorse and its most-built vocational model, designed for dump, mixer, construction, and heavy-haul duty. Its lightweight aluminum cab meets severe-service standards while a steeply sloped Metton resin hood improves both jobsite visibility and on-road aerodynamics, and heavy-haul builds can spec a 15-liter engine up to 600 hp.
Peterbilt 520 (2015–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: PACCAR MX-11; Cummins L9; Cummins X12 | Horsepower: 260–455 hp
Applications: Refuse; Recycling
Low-entry cabover purpose-built for trash routes.
The Model 520 is a purpose-built low-cab-forward refuse truck whose dual-station cab lets a driver work and steer from either side, with configurations for left-hand, right-hand, dual-seated, and stand-up operation. That flexibility makes it a go-to chassis for automated front-, side-, and rear-loader garbage routes, and the battery-electric 520EV version runs about 80-120 miles on a single charge (roughly 1,100 bin pickups) from its lithium-iron-phosphate battery system.
Peterbilt 537 / 536 (2021–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7 | Body type: Medium-Duty | Rating: 26,000–33,000 lb GVWR
Engines: PACCAR PX-7; PACCAR PX-9 | Horsepower: 200–350 hp
Applications: Delivery; Towing; Utility
Peterbilt style, medium-duty practicality.
Part of Peterbilt's modern medium-duty range, the Model 537 is a Class 7 truck (GVWR up to 33,000 lbs) and the Model 536 is its Class 6 sibling, both built on a 2.1-meter-wide aluminum cab with multiplex electrical wiring for easier upfitting. They run PACCAR PX-7 and PX-9 diesels (up to 450 hp and 1,250 lb-ft on the PX-9) plus gasoline and natural-gas options, covering vocational work from tow and dump to pickup and delivery.
Peterbilt 365 / 367 (2007–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: PACCAR MX-13; Cummins X15 | Horsepower: Up to 565 hp
Applications: Dump; Mixer; Logging; Oilfield
Set-forward / set-back vocational siblings.
These are sister vocational conventionals that differ mainly in hood length: the 367 stretches about 8 inches longer at a 123-inch BBC to swallow 15-liter engines for the heaviest hauling, while the shorter 365 (about 115-inch BBC) houses smaller-displacement engines for mixer and construction work. Both offer set-forward and set-back front-axle positions so fleets can dial in compliance with state and federal bridge laws.
Peterbilt 220 EV (2021–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7 | Body type: Electric | Rating: Up to 33,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Beverage
Cabover electric for quiet city routes.
Based on the compact 220 cabover, the Model 220EV is Peterbilt's first electric medium-duty truck, a zero-emission Class 6/7 cabover offering up to about 100 miles of range and a Meritor Blue Horizon eAxle that mounts the motor inside the axle to free up frame space for batteries. Peterbilt delivered the very first 220EV to PepsiCo's Frito-Lay division in 2019 for local delivery routes in Modesto, California.
Peterbilt 359 (1967–1987)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar 3406; Cummins NTC; Detroit Diesel 8V92 | Horsepower: 300–425 hp
Applications: Long-haul; Owner-operator; Show truck
The original long-hood legend that built the Peterbilt mystique.
The 359 was Peterbilt's first true long-hood conventional, and its final 1987 year produced limited numbered editions still chased by collectors today.
Peterbilt 377 (1986–2000)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar 3406E; Cummins N14; Detroit Series 60 | Horsepower: 350–550 hp
Applications: Long-haul; Regional
The aero-sloped conventional that bridged classic and modern Peterbilt.
Launched alongside the 379 for 1987, the 377 used a sloped hood and a wraparound bumper integrated with the front fenders for early aerodynamic gains.
Peterbilt 378 (1986–2007)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Vocational | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar C15; Cummins ISX; Detroit Series 60 | Horsepower: 350–550 hp
Applications: Construction; Dump; Regional-haul
The set-back-axle workhorse for heavy vocational duty.
The 378 was the 'little brother' of the 379, using a fiberglass hood and a shorter 119-inch BBC that made it a favorite for dump, mixer, and heavy vocational fleets through 2007.
Peterbilt 362 (1981–2005)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Cabover | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar 3406; Cummins N14; Detroit Series 60 | Horsepower: 300–500 hp
Applications: Long-haul; Regional
Peterbilt's last great cabover, aerodynamic and unmistakable.
Introduced in 1981 as Peterbilt's first all-new cab-over in 22 years, the 362 ran until 2005, becoming the final Class 8 COE the company ever built.
Peterbilt 387 (1999–2010)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar C15; Cummins ISX; Cummins N14 | Horsepower: 350–600 hp
Applications: Long-haul; Fleet
Peterbilt's full-aero long-haul cruiser of the 2000s.
Sharing its cab structure with the Kenworth T2000, the 387 was Peterbilt's most aerodynamic highway tractor of its era before the wide-cab 587 replaced it.
Peterbilt 386 (2005–2015)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins ISX; Caterpillar C15 | Horsepower: 385–550 hp
Applications: Long-haul; Regional
The aero hood on the traditional Peterbilt cab.
The 386 mated the aerodynamic hood of the 387 to Peterbilt's classic cab with a set-back steer axle, giving fleets fuel savings without abandoning the familiar interior.
Peterbilt 384 (2007–2015)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins ISX; Caterpillar C13 | Horsepower: 385–500 hp
Applications: Regional; Day-cab freight
The short-BBC aero conventional for tight, weight-sensitive runs.
The 384 was a short-hood derivative of the 386 with a shorter BBC ideal for LTL, tanker, bulk, and regional haul.
Peterbilt 587 (2010–2018)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins ISX15; Cummins X15 | Horsepower: 380–600 hp
Applications: Long-haul; Fleet
The wide-cab aero flagship that paved the way for the 579.
Released in 2010 to replace the 387, the wide-cab 587 stayed in production alongside the 579 that succeeded it before bowing out in 2018.
Peterbilt 320 (1987–2018)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Refuse | Rating: Up to 66,000 lb GVWR
Engines: Cummins ISL9; Cummins ISX12; Cummins L9 | Horsepower: Up to 400 hp
Applications: Refuse; Recycling; Municipal
The low-cab-forward refuse king that ruled the route for three decades.
Available with dual right- and left-hand drive, the 320 became America's most popular refuse chassis over 29 years before the 520 succeeded it in 2016.
Peterbilt 548 (2021–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Medium-Duty | Rating: Up to 66,000 lb GVWR
Engines: PACCAR PX-9; PACCAR PX-7 | Horsepower: 260–380 hp
Applications: Vocational; Crane; Bucket / boom; Snowplow
Class 8 muscle in a medium-duty cab for the toughest upfits.
The 548 tops out at a 66,000-lb GVWR with a 46,000-lb rear axle, letting it carry heavy cranes and plows the rest of the medium-duty line can't.
Peterbilt 535 (2021–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 5; 6 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: PACCAR PX-7 | Horsepower: 200–360 hp
Applications: Delivery; Landscaping; Municipal; Lease / rental
The right-sized non-CDL Class 5/6 workhorse for the daily grind.
The 535 anchors the light end of Peterbilt's current 535/536/537/548 medium-duty family and is built for the non-CDL lease and rental market.
Peterbilt 325 (2008–2021)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 5 | Body type: Medium-Duty | Rating: Up to 19,500 lb GVWR
Engines: PACCAR PX-6; PACCAR PX-7 | Horsepower: 200–300 hp
Applications: Towing; Pick-up and delivery; Landscaping; Parcel
Peterbilt's nimble non-CDL Class 5 city-work truck.
Released in 2008, the 325 was Peterbilt's smallest-ever conventional, opening the brand to non-CDL towing, lease/rental, and parcel fleets before the 535 replaced it.
Peterbilt 330 (2000–2022)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 26,000 lb GVWR
Engines: PACCAR PX-7; Cummins ISB6.7; Cummins ISC | Horsepower: 200–360 hp
Applications: Refrigerated delivery; Wrecker; Municipal utility
Peterbilt's first medium-duty conventional, built to adapt to anything.
Introduced in 2000 as Peterbilt's first medium-duty conventional cab, the 330 used a scaled-down version of the big-truck hood and expanded into Class 6 in 2001.
Peterbilt 335 (2005–2010)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: PACCAR PX-8; Cummins ISC; Caterpillar C7 | Horsepower: 200–330 hp
Applications: Beverage; Delivery; Utility
The medium-duty conventional that borrowed big-rig style.
Launched in 2005 to replace the 330, the Class 6/7 335 was discontinued in 2010 when the 337 took its place.
Peterbilt 337 (2010–2022)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 33,000 lb GVWR
Engines: PACCAR PX-7; PACCAR PX-9 | Horsepower: 200–380 hp
Applications: Wrecker; Tanker; Municipal utility; Beverage
The dependable Class 6/7 workhorse configured your way.
Introduced in 2010 with both PX-7 and bigger PX-9 power, the 337 was rated up to 33,000 lb and built as a straight truck or tractor for wreckers, tankers, and utilities.
Peterbilt 348 (2010–2022)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 7; 8 | Body type: Medium-Duty | Rating: Up to 66,000 lb GVWR
Engines: PACCAR PX-7; PACCAR PX-9 | Horsepower: 260–380 hp
Applications: Dump; Mixer; Vocational; Municipal
The Class 7-to-8 medium-duty bruiser for heavy upfits.
Introduced in 2010 and rated from 35,000 up to 66,000 lb, the 348 ran with the 8.9-liter PX-9 for dump and mixer duty until the 548 replaced it.
Peterbilt 220 (2011–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 7 | Body type: Cabover | Rating: Up to 33,000 lb GVWR
Engines: PACCAR PX-7; Cummins L9 | Horsepower: 200–300 hp
Applications: Urban delivery; Beverage; Municipal
The compact low-cab-forward built for tight city streets.
The diesel 220 is Peterbilt's Class 7 low-cab-forward COE whose tight wheel cut and visibility made it the platform later electrified as the 220EV.
Peterbilt 579EV (2021–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Regional-haul; Drayage; Port
Zero-emission Class 8 hauling with the 579's proven aero shape.
Peterbilt began full production of the battery-electric 579EV in Q2 2021, bringing its flagship aero platform into zero-emission drayage and regional work with a PACCAR ePowertrain and up to 500 kWh of batteries.
Peterbilt 536EV / 537EV / 548EV (2026–present)
Manufacturer: Peterbilt (parent: PACCAR), headquartered in Denton, Texas, USA, founded 1939
Class: 6; 7; 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Regional delivery; Service / utility; Vocational; Dump
Peterbilt's next-generation zero-emission medium-duty service fleet.
Entering production in 2026, the Class 8 548EV delivers up to 605 hp from a PACCAR ePowertrain and an 82,000-lb GCWR using lithium iron phosphate batteries that charge at up to 350 kW.
Kenworth T680 (2012–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; PACCAR MX-11; Cummins X15 | Horsepower: 405–565 hp
Applications: Long-haul; Regional
Kenworth's aero flagship and fuel-economy leader.
Launched at the 2012 Mid-America Trucking Show (production from 2013) as Kenworth's third-generation aerodynamic conventional replacing the T660 and T700, the T680 emerged from a four-year, $400 million program to develop the 2.1-meter cab and PACCAR MX engine. The 2021 T680 Next Gen made it Kenworth's most aerodynamic truck ever and introduced a 15-inch digital instrument display that Kenworth billed as the largest standard factory screen in any North American truck.
Kenworth W990 (2018–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins X15 | Horsepower: Up to 565 hp
Applications: Owner-operator; Long-haul
The classic long hood, reborn for a new era.
Unveiled on September 28, 2018 at Las Vegas Motor Speedway, the W990 revived the long-hood owner-operator look of the classic W900 on Kenworth's modern 2.1-meter cab platform shared with the T680 and T880. It stretches 131.5 inches from bumper to back-of-cab and runs the proprietary PACCAR MX-13 rated up to 510 hp and 1,850 lb-ft.
Kenworth W900 (1961–2024)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins X15; Cummins ISX | Horsepower: Up to 605 hp
Applications: Owner-operator; Show truck
A six-decade legend. The long-nose icon.
Introduced in 1961, the W900 (the 'W' honors Kenworth co-founder Edgar Worthington) defined the long-hood American conventional and pioneered bulkhead-style doors with full-length hinges that rivals later copied. The 1990 W900L added 10 inches of hood, and after a 63-year run Kenworth confirmed in 2025 that the legendary truck would end production in 2026.
Kenworth T880 (2013–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Severe-Duty | Rating: Up to 92,000 lb GVWR
Engines: PACCAR MX-13; Cummins X15; Cummins X12 | Horsepower: Up to 605 hp
Applications: Dump; Mixer; Heavy haul; Logging
The vocational do-it-all for the toughest jobs.
Launched at the Mid-America Trucking Show on March 21, 2013 as Kenworth's new vocational flagship, the T880 replaced the venerable T800 for dump, mixer, refuse, and heavy-haul work. It pairs the robotically assembled 2.1-meter aluminum cab with engines up to the Cummins ISX15 at 600 hp and 2,050 lb-ft, plus a lightweight Metton composite hood.
Kenworth T800 (1986–2021)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Vocational | Rating: Up to 92,000 lb GVWR
Engines: PACCAR MX-13; Cummins ISX; Caterpillar C15 | Horsepower: Up to 605 hp
Applications: Oilfield; Dump; Heavy haul
The legendary do-anything workhorse.
Introduced in 1986 and nicknamed the 'Ultimate Workhorse,' the T800 became Kenworth's go-to vocational truck for dump, logging, tanker, and heavy-haul duty, with the wide-hood T800W rated to carry a Gross Combination Weight up to 330,000 lbs. After nearly four decades it was sunset alongside the W900 and C500, with production ending in 2026 over EPA emissions and component constraints.
Kenworth T380 / T480 (2021–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 7; 8 | Body type: Vocational | Rating: Up to 66,000 lb GVWR
Engines: PACCAR PX-9; PACCAR MX-11 | Horsepower: 260–450 hp
Applications: Delivery; Utility; Light construction
Medium-heavy versatility with Kenworth toughness.
Part of the all-new medium-duty range Kenworth launched in 2021, the Class 7 T380 (GVW up to 33,000 lbs) and light-Class-8 T480 (GVW up to 66,000 lbs) ride a fresh 2.1-meter cab that is 8 inches wider than before. Designed with input from more than 500 people, the cab boosts forward visibility by nearly 17% and cuts interior noise by up to 50%, and the pair run the PACCAR PX-9 rated up to 380 hp.
Kenworth K270 / K370 (2014–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 6; 7 | Body type: Cabover | Rating: Up to 33,000 lb GVWR
Engines: PACCAR PX-7 | Horsepower: 200–300 hp
Applications: Urban delivery; Beverage
Tight-turning cabover for the city.
Kenworth's cabover medium-duty pair, the Class 6 K270 and Class 7 K370 trade hood length for maneuverability, delivering up to a 30% better curb-to-curb turning radius than a typical medium-duty conventional plus about 45 extra inches of body room from their short 63.4-inch BBC. Both run a 6.7-liter PACCAR PX-7 engine (220 hp standard, up to 250 hp) and offer a 'clear rail' package that relocates the air, DEF, battery, and after-treatment behind the cab for custom bodies like street sweepers.
Kenworth C500 (1976–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Severe-Duty | Rating: Extreme GCWR
Engines: Cummins X15; Caterpillar C15 | Horsepower: Up to 605 hp
Applications: Mining; Oilfield; Off-road heavy haul
The off-road monster of the Kenworth lineup.
Built since 1972, the C500 is Kenworth's extreme set-forward-axle truck for mining, oilfield, logging, and oversized heavy-haul work, engineered around massive frame strength and all-wheel-drive front driving axles up to 30,000 lbs with GVWR configurations exceeding 200,000 lbs. After more than five decades the iconic off-highway hauler sunsets in 2026, to be succeeded by the C580 entering production in January 2027.
Kenworth T180 / T280 (2021–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 5; 6 | Body type: Medium-Duty | Rating: Up to 26,000 lb GVWR
Engines: PACCAR PX-7; PACCAR PX-9 | Horsepower: 200–450 hp
Applications: Pickup & delivery; Municipal; Beverage; Towing & recovery
Wide-cab comfort and non-CDL capability for the medium-duty work day.
Clean-sheet 2021 redesign shares the wider, quieter cab of Kenworth's Class 8 trucks; the Class 5 T180 and Class 6 T280 can both be spec'd under 26,000 lb GVWR so they can be driven without a CDL.
Kenworth T680E (2022–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Drayage; Regional haul; Pickup & delivery
Kenworth's flagship aero tractor, reimagined with zero tailpipe emissions.
Kenworth's first Class 8 battery-electric model, the T680E delivers up to roughly 670 peak horsepower from its electric drive, with later versions offering 200+ miles of estimated range for port and regional work.
Kenworth K270E / K370E (2021–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 6; 7 | Body type: Electric | Rating: Up to 35,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive
Applications: Urban delivery; Beverage; Last-mile
Quiet, emission-free cabovers built for the city delivery loop.
The Class 6 K270E and Class 7 K370E battery-electric cabovers offer up to roughly 200 miles of range with a 282 kWh battery pack, making them among Kenworth's longest-range purely battery-electric models.
Kenworth T680 FCEV (2024–present)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Electric | Rating: Up to 82,000 lb GCWR
Engines: Hydrogen fuel-cell electric | Horsepower: Electric drive
Applications: Regional haul; Drayage; Longer-range zero-emission freight
Hydrogen power with the range and refuel speed diesel drivers expect.
Built with Toyota's Gen 2 dual fuel-cell technology, the T680 FCEV emits only water, stores 60 kg of hydrogen on board, and targets up to roughly 450 miles of range with a 20–30 minute refuel.
Kenworth T600 (1985–2007)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar C15; Cummins ISX; Detroit Series 60 | Horsepower: Up to 600 hp
Applications: Long-haul; Regional
The aerodynamic revolution that taught the whole industry to cheat the wind.
Nicknamed the 'Anteater' for its sloped, set-back-axle hood, the T600 was the first American semi designed from the ground up for aerodynamics and tested up to 20% more fuel efficient than a comparable W900.
Kenworth T660 (2008–2017)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins ISX15; Caterpillar C15 | Horsepower: Up to 600 hp
Applications: Long-haul; Regional
The aero workhorse that bridged the T600 and the T680 era.
The T660 replaced the T600 for EPA 2007 emissions, adding multiplexed wiring and onboard diagnostics while keeping the fuel-saving aerodynamic profile, before being succeeded by the T680.
Kenworth T2000 (1996–2010)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar C15; Cummins ISX; Detroit Series 60 | Horsepower: Up to 600 hp
Applications: Long-haul; Fleet over-the-road
Kenworth's clean-sheet fleet truck and the first all-new design in decades.
Introduced in 1996, the T2000 was Kenworth's next-generation aerodynamic conventional and pioneered the wide-body, fleet-efficient platform that ultimately evolved into the T700.
Kenworth T700 (2011–2014)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: PACCAR MX-13; Cummins ISX15 | Horsepower: Up to 600 hp
Applications: Long-haul; Regional
The short-lived aero tractor that handed the torch to the T680.
Replacing the T2000 in 2011 with a larger grille and fender-mounted headlamps, the wide-body T700 had one of Kenworth's shortest production runs before the all-new T680 took over.
Kenworth T270 / T370 (2008–2021)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 6; 7 | Body type: Medium-Duty | Rating: Up to 66,000 lb GVWR
Engines: PACCAR PX-7; PACCAR PX-9 | Horsepower: Up to 380 hp
Applications: Pickup & delivery; Municipal; Utility; Towing
The versatile medium-duty conventional that did a little of everything.
The Class 6 T270 (26,000 lb GVW) and Class 7 'baby-8' T370 (up to 66,000 lb GVW) featured a hood that tilts a full 90 degrees for engine access, and served as the direct predecessors to today's T280/T380.
Kenworth T440 / T470 (2010–2021)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 7; 8 | Body type: Vocational | Rating: Up to 68,000 lb GVWR
Engines: PACCAR PX-9; Cummins ISL | Horsepower: 260–380 hp
Applications: Regional haul; Municipal; Dump; Refuse
Heavy Class 7 muscle that bridged medium-duty and vocational work.
Spanning a heavy Class 7 to light Class 8 GVW from 33,000 up to 68,000 lb, the T440/T470 were replaced by the T480 for the 2022 model year.
Kenworth K100 (1961–2002)
Manufacturer: Kenworth (parent: PACCAR), headquartered in Kirkland, Washington, USA, founded 1923
Class: 8 | Body type: Cabover | Rating: Up to 80,000 lb GCWR
Engines: Caterpillar 3406; Cummins NTC; Detroit 8V92 | Horsepower: Up to 475 hp
Applications: Long-haul; Regional
The cabover legend that defined the flat-nose era of American trucking.
Kenworth's flagship cabover for over 40 years, the K100 faded after 1976 length-law changes erased the COE advantage and was quietly retired from North America after 2002 (production continued in Australia).
Volvo Trucks VNL (1996–present (all-new 2024))
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Volvo D13; Volvo D13 Turbo Compound | Horsepower: 405–500 hp
Applications: Long-haul; Team
The clean-sheet 2024 redesign that stunned the industry.
Introduced in 1996, the VNL is Volvo's best-selling and most iconic Class 8 model in North America, built at the New River Valley plant in Dublin, Virginia for over 25 years. The all-new second generation, unveiled in January 2024 and inspired by Volvo's SuperTruck 2, uses a wedge-shaped aerodynamic cab to deliver up to 10% better fuel efficiency, with roughly 70% of that gain coming from aerodynamics alone.
Volvo Trucks VNR (2017–present)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Volvo D11; Volvo D13 | Horsepower: 375–455 hp
Applications: Regional; Pickup & delivery
Regional-haul agility with a tight turning radius.
Launched in 2017 as Volvo's regional-haul tractor (the 'R' stands for regional, versus the long-bonneted VNL), the VNR became Volvo Trucks North America's battery-electric flagship with the VNR Electric unveiled in December 2020. The enhanced version offers up to 275 miles of range from a 565 kWh energy-storage system and can fast-charge that pack to 80% in about 90 minutes.
Volvo Trucks VNX (2018–present)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Heavy-Haul | Rating: Up to 225,000 lb GCWR
Engines: Volvo D13; Volvo D16 | Horsepower: Up to 605 hp
Applications: Heavy haul; Oilfield
Volvo's brute for oversized loads.
Unveiled in 2018 as Volvo's dedicated heavy-haul tractor, the VNX carries an approved Gross Combination Weight Rating up to 160,000 lb standard and as high as 225,000 lb with application approval and appropriate components. Beyond the standard 500 hp Volvo D13, buyers can spec a Cummins X15 making up to 605 hp and 2,050 lb-ft of torque for logging, heavy-equipment transport, and long combination vehicles.
Volvo Trucks VAH (2018–present)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Volvo D11; Volvo D13 | Horsepower: Up to 455 hp
Applications: Auto hauler
Purpose-built for the car-hauling trade.
Launched in March 2011, the VAH is Volvo's purpose-built auto-hauler line engineered around a low roofline using deep-drop front axles, low-height air-ride rear suspension, and reduced-height cab options. That low profile lets a car, pickup, or minivan ride directly over the cab, helping a rig carry up to 11 vehicles per load.
Volvo Trucks VHD (2004–present)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Vocational | Rating: Up to 92,000 lb GVWR
Engines: Volvo D11; Volvo D13 | Horsepower: Up to 500 hp
Applications: Dump; Mixer; Construction
The job-site Volvo, built to abuse.
Volvo's heavy vocational workhorse for construction, dump, mixer, and refuse duty, the VHD got an edgy restyle in 2019 and spans an unusually wide range of off-highway layouts including twin-steer, 8x4, and 8x6 tri-drive configurations. Its standard T-Ride suspension uses trunnion-mounted springs to deliver a full 17 inches of cross-articulation at each wheel end with rear-axle capacities up to 58,000 lb, keeping all wheels planted on broken job-site terrain.
Volvo Trucks VNR Electric (2020–present)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Electric | Rating: Up to 66,000 lb GVWR
Engines: Battery-electric | Horsepower: Electric drive (455 hp)
Applications: Regional; Drayage; Local distribution; Pickup & delivery
Zero-tailpipe-emission Class 8 hauling, ready for the regional grind.
Its second-generation four-battery pack stores 565 kWh (452 kWh usable) for up to 275 miles of range, and can recharge to 80% in about 60 minutes on a 250 kW DC fast charger.
Volvo Trucks VNM (2000–2018)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Volvo D11; Volvo D13 | Horsepower: 355–500 hp
Applications: Regional; Bulk haul; Distribution
The short-hood regional workhorse that paved the way for the VNR.
The VNM was essentially a shorter-bonneted VNL (113-inch bumper-to-back-of-cab vs the VNL's 123 inches) and was phased out in 2018 when the all-new VNR took its place.
Volvo Trucks VT880 (2004–2009)
Manufacturer: Volvo Trucks (parent: Volvo Group), headquartered in Greensboro, North Carolina (built in Dublin, VA), Sweden (US-built), founded 1928
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Volvo D16; Cummins ISX15 | Horsepower: 500–625 hp
Applications: Long-haul; Owner-operator; Heavy-haul
Volvo's long-nosed flagship built for owner-operators who live in their truck.
The VT880 carried the 16-liter Volvo D16 rated up to 625 hp at 2,250 lb-ft, which Volvo billed as the most powerful diesel in North America; a 15-liter Cummins ISX was a rare alternative before the VT line was retired in 2009.
Mack Trucks Anthem (2017–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Sleeper | Rating: Up to 80,000 lb GCWR
Engines: Mack MP8; Mack MP7 | Horsepower: 325–505 hp
Applications: Long-haul; Regional
Mack's modern highway hauler.
Introduced in September 2017 as Mack's redesigned on-highway tractor, the Anthem had its aerodynamics validated with coast-down testing on the runways at NASA's Kennedy Space Center. Mack credited those refinements plus the MP8-TC engine with up to an 11.8% improvement in fuel efficiency over its earlier GHG2014-era trucks. It has since been repositioned below the new Pioneer flagship that arrived for 2025.
Mack Trucks Pinnacle (2006–present)
Manufacturer: Mack Trucks (parent: Volvo Group), headquartered in Greensboro, NC (built in Macungie, PA), USA, founded 1900
Class: 8 | Body type: Day Cab | Rating: Up to 80,000 lb GCWR
Engines: Mack MP7; Mack MP8 | Horsepower: 325–505 hp
Applications: Regional; Bulk haul
The versatile day-cab and light-sleeper hauler.
Launched in 2006 to replace the Mack Vision, the Pinnacle introduced Mack's then-new proprietary MP engine family, starting with the 10.8-liter MP7 and adding the 12.8-liter MP8 in 2007. The axle-back highway version was supplanted by the Anthem in 2017, and the long-running axle-forward Pinnacle was finally succeeded by the Keystone for 2026 after roughly two decades in production.