ZF Introduces New Transmission

June 19, 2019 Volume 1, Number 6

Along with other new technologies, ZF has introduced an all new automatic transmission. And it uses a torque converter. That makes the new PowerLine a direct competitor to the Allison 2500 series.

The new shift-by-wire ZF gearbox is unique in that the same basic mechanicals and electronics are used to create models for everything from class 3 to ‘baby 8’ trucks. In fact ZF calls it a “muscled up” version of a passenger-car transmission that has seen 15 million miles of service. Very much “muscled up”, I’d guess. It will be in production next year and I believe already at least one un-named OEM has signed up. I can see it catching on if its specs and extreme smoothness on the test track are any indication.

The transmission was launched during a press gathering at the Transportation Research Center near Dublin, Ohio. Also shown off were ReAX adaptive steering (along with a fully electric prototype version) plus OnTrax Lane Keep Assist and Lane Change Assist. All but the mighty interesting ReAX electric steering will be on the market next year or the year after.

We journalists also had a demonstration drive in a completely autonomous International tractor on a set route – unmarked on the pavement but managed by GPS — not yet ready for prime time but maybe not so far off.

The PowerLine is an 8-speed transmission good for a GCWR up to 57,000 lb with gear ratios from 4.89 all the way up to a long and lazy-cruising 0.64. Torque capacities range from 480 up to 1000 lb ft, and its left- or right-side PTO is good for 485 lb ft.

In operation, it has an “adaptive” starting gear that will automatically start in second gear if the load is light, and it will skip-shift as appropriate through the gears. It also offers “adaptive” shift strategies providing Economy, City Drive, or Highway Drive modes. ZF claims a 10% fuel economy advantage over its existing competition, not to mention up to 30% improved acceleration and a 45% weight benefit. The PowerLine only weighs 328 lb.

It sports ‘Hill Start Assist’ as well, a useful feature that might save a driver’s bacon in some situations. I tried it by stopping in the middle of a 23% uphill grade with a payload of 22,000 lb in a Peterbilt 337 straight truck. I did slip back slightly and very slowly, but how often is anyone going to encounter such a steep climb?

On the maintenance side you get “best in class” extended oil-change intervals (sorry, I haven’t yet asked how long) and the oil filter is good “for life”. It also features a fully integrated TCU, inside the casing, with no external sensors or harnesses. That should help with durability.

Up front, ReAX is an electronic control for hydraulic steering systems, again developed from the passenger-car sphere. It’s said to make a truck easier to drive and thus reduce driver fatigue. After driving it quite a bit in two medium-duty trucks, including on a narrow, twisting, hilly course on the TRC grounds, I can attest that the claims are on the money. It makes a difference. One of the best things about it is a small one but useful – it automatically self-centers the steering wheel after you stop.

The commercial version will be in production next year.

With OnTrax Lane Change Assist there are actually two ReAX systems to create redundancy. Adding OnTrax Lane Keeping Assist and Blind Spot Radar detector, it will help prevent accidents of a sort that happen all the time. I tried it for a few laps around TRC’s massive 7.5-mile oval track in a tractor-trailer at 55 mph, with a small car following and occasionally sneaking into my blind spot.