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���ϲ�����’s standard and heavy-duty Opticruise range is key to realising the fuel-saving potential of the Super engine platform. Light, compact, smooth and quick, it is the perfect match for the 13-litre engines.

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When ���ϲ�����’s engine developers were pushing the limits to create the cleanest and leanest combustion engine platform the world has ever seen, they had to give it the best possible conditions to fulfil its full potential. That’s why, even at an early stage in the development project, there were tight connections between ���ϲ�����’s engine developers and their transmission and gearbox colleagues.

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“This approach made it possible for us to design the powertrain totally from scratch, with a holistic perspective,” says Peer Norberg, Senior Engineer in ���ϲ�����’s transmission development team.

Delivering on the powertrain’s fully integrated low-rev design philosophy ���ϲ����� introduces the faster-gearing R756 single��reduction��rear��axle – offering a wider��range of gear��ratios��from 1.95 to 4.11, and purpose-designed to enable��the exceptional��fuel��efficiency of the ���ϲ����� Super powertrain.

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Together with��reduced component weight,��improved technical robustness, and��lower levels of internal friction,��the ���ϲ����� R756 single reduction rear axle��is��versatile enough to master a whole range of haulage applications.��

• The ���ϲ����� R756 single reduction rear drive axle replaces the ���ϲ����� R665, ���ϲ����� R753 and most ���ϲ����� R780 axle applications, serving a wide range of vehicle operations up to a gross train weight of 53 tonnes, from light long haulage to tippers and refuse collections

• The improved robustness of the ���ϲ����� R756 is designed to deliver an increased operational service lifetime, as well as extended service intervals

• R756 offers a reduced component weight of up to 27 kilograms compared to the ���ϲ����� R780 single reduction rear axle

• Permanent oil filter enables reduced maintenance cost and contributes to an extended oil change interval by as much as 50%, depending on your operation type

Lower energy losses. Improved efficiency. One percent fuel saving from the rear axle alone. Even more to gain thanks to the full integration with the gearbox, making it possible to utilise faster rear axle gears. ���ϲ�����’s team of axle developers has done it again. 

Where would ���ϲ�����’s low-rev and high-torque philosophy be without the cutting-edge components and software that make the complete truck greater than the sum of its parts?  Well, it wouldn’t be Super if each piece wasn’t super too. 

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That’s why the developers and construction engineers at�����ϲ����� Technical Centre in Södertälje, Sweden, have always had an eye on the most minute details: wherever there is greater efficiency to be obtained, wherever there are grams that could be cut to make it lighter, wherever there is friction to reduce, wherever there is a penny to save for the customers, it’s worth pursuing. 

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“We’ve managed to present a killer component. This is a rear axle that fits the world’s best powertrain,” says Torvald Ilg, Chief Engineer within Axles and Propulsion Development at ���ϲ����� and one of the developers that has been working on the rear axle programme. �į

“It’s great to design a component that makes the driver a bit happier each time he or she fills up the tank,” he adds. 

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The rear axle gear – an all-round single reduction axle – is the first to be released in an entirely  rear axle programme focused��on improved efficiency. The axle gear will by itself reduce fuel consumption by as much as one percent due to reduced internal friction. And together with increased gear ratio spread of the G33 and G25 gearboxes, there is the potential for additional fuel savings.

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So, how did ���ϲ�����’s R&D team manage to improve the efficiency of the rear axle? The axle housing is lighter than the previous model. Special, low friction bearings are used throughout, which is especially important on the pinion gear. What’s more, the parts have tighter tolerances and are more smoothly machined in production, leading to minimal energy losses. 

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Torvald Ilg also��says his team has had close contact with the other ���ϲ����� developer teams, who are focusing on the 13-litre Super engine platform, the gearbox,��as well as the tanks and flexible chassis, respectively. 

Based on the ���ϲ����� modular system and offering a more predictable chassis layout, MACH (Modular Architecture Chassis) gives you more opportunities to specify and operate your ���ϲ����� truck in a way that is truly tailor-made for its application and your business. Designed not only to simplify the bodybuilding process, MACH can also significantly improve load distribution, payload potential, and the operative range of your ���ϲ����� truck.

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Robust fuel tank range

���ϲ����� introduces a range of aluminium D-shaped fuel tanks, ranging from 165 litres to 910 litres and featuring a geometric design which is lighter and more robust than ever.

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Harness more fuel than ever before

When specified with the ���ϲ����� Super 13-litre engine, the fuel tank range comes with a fuel optimization unit fitted to the side wall, offering easy access to service points and the ability to increase the usable fuel volume in the tank. This reduces your tank’s dead weight, giving you a longer operative range and ensuring that you can harness more fuel from your tank than ever before.

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Improved AdBlue ratio

���ϲ�����’s side-mounted SCR tanks are a crucial part of the ���ϲ����� powertrain’s superior emissions control. The ���ϲ����� Twin SCR system introduces higher AdBlue volume capacity, delivered through 123-litre and 150-litre SCR tanks, to continue ensuring a full 1:1 volume ratio between your ���ϲ����� truck’s fuel and AdBlue capacity.��

• The chassis introduces a set of rules for frame hole patterns, with dedicated holes for mounting parts both inside and outside the frame. The result is a more modular and predictable chassis layout, increasing the theoretical number of chassis layouts exponentially

• The chassis layout enables more usable fuel and a 1:1 SCR/fuel ratio to be achieved, producing a greater operative range

• The chassis’ optimised fuel capacity and load distribution also results in an increased payload for our customers

• Improved chassis composition flexibility allows for better integration between truck and bodywork. This facilitates a much smoother and more cost-efficient bodybuilding process, as well as improving traction, payload and productivity. For example, the layout now makes it possible to mount chassis components (e.g. fuel tank) starting either from the front- or the rear axle. The improved weight distribution can significantly increase payload potential, while at the same time creating free space for additional chassis components

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Key advantages of the MACH chassis

• More predictable chassis layout with a defined hole pattern
• Increased bodybuilding flexibility and easier installation
• Improved weight distribution and payload potential
• Better integration between truck and bodywork
• Greater range thanks to optimised fuel and SCR tank placement

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When it comes to developing the most energy-efficient truck the transport industry has ever seen, everything counts. Which is why ���ϲ����� has put considerable resources into developing a new flexible chassis and tank programme, which��plays an important part in realising the full potential of the new engine range, aftertreatment system, gearbox and rear axles.

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“The tank programme enables us to maximise the uptake of fuel in the tank. Our philosophy during the development project was: “Why carry extra fuel as dead weight, when you can use it for load capacity instead?” says Aline��Ferraz��Larsson, a design engineer at ���ϲ����� R&D.

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The chassis and tank programme features D-shaped fuel tanks made from aluminium. The tanks are more robust yet also lighter, and their design increases fuel utilisation. Side-mounted SCR tanks are also included. All of this increases the vehicle’s uptime.��

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At the same time, ���ϲ�����’s developers have improved the flexibility of the frame and the chassis composition.��

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“This gives the customer more choice for where to place the tanks on the frame, which is a great improvement for both them and truck body builders, since it creates opportunities for more efficient load distribution,” says Paula��Pukk, ���ϲ�����’s Head of SCR System Installation.

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One of the keys enablers of ���ϲ����� Super’s unmatched efficiency is the clever fuel optimisation unit. This unit��is attached to the primary tank and works as a catch tank.��

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“The way that the catch tank is set up with electrical pumps enables the user to have ‘fuel on demand’: we get exactly the amount of fuel the engine needs, and no more,” says Alex��Elofsson��Alenius,��a��development engineer who worked on the project.

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The fuel optimisation unit brings a host of other improvements for customers, and for the overall performance of the powertrain. There are now longer service intervals for the two pressurised fuel filters. These service intervals have been aligned with the oil change intervals, which means fewer visits to the workshop and more time on the road.��