Fleet Management News & Business Info | Commercial Carrier Journal
Issue link: http://read.uberflip.com/i/526371
commercial carrier journal | june 2015 27 running past the speedway, and it performed exactly as advertised. In autonomous mode, the truck rode smoothly and safely, and apart from the fact that the steering wheel was swirling around on its own without any human input, the feel was much the same as having a human in control. In case you're wondering, the world isn't ready for unmanned vehicles on the highway just yet. An actual human driver still must remain behind the wheel at all times in a Level 3 autono- mous vehicle such as the Inspiration Truck. But Martin demonstrated the simplicity of switching between autonomous and driver control; it's as easy as flipping on cruise control or reaching out and grabbing ahold of the steering wheel. The system appeared to be intuitive and work seamlessly. Martin said drivers can take control as much – or as little – as they prefer, noting that the system works to help alleviate fatigue by allowing drivers to cede control to the truck for long periods of time. SuperTruck, super drive But now I was ready to drive, not just ride, and that's where the Freightliner SuperTruck came into play on my trip to Vegas. Approaching the SuperTruck up close for the first time, I was struck by its sleek design. Nothing juts out into the windstream. Even the door handles are tucked away underneath the panels to contribute to the high aerodynamic efficiency available from this advanced design. Behind the wheel, I was faced with high-tech instrument graphics presented in an old-school-meets-tomorrow style. While old-fashioned large round gauges inhabit the driver clus- ter, the center console cluster is more modern, with an advanced driver information system and screen dedicated solely to the hybrid drive system's performance. Views over the nose are insanely good; the hood's slope is so dramatic, you have to strain your neck to catch a glimpse of it. While views to the side are equally good, this is one area where the SuperTruck has outpaced current highway laws. In its test form, the truck relies on aerodynamic rearview cameras, but these systems aren't road-legal yet. So my test vehicle was equipped with limited-view mirrors supplemented by rearview monitors inside the cab. The vehicle's initial launch was super-smooth in a way that only a hybrid drivetrain can deliver. While the SuperTruck's 11-liter diesel engine produces only 375 horsepower, any ex- pected lack of low-end grunt is more than offset by the powerful electric motor. You feel the low horsepower a bit when accelerating up a graded on-ramp, but let's be honest: If big-bore horsepower and single-digit mpg is your passion, you probably stopped reading this article a couple of paragraphs ago. The truck drives great with excellent throttle and steering response, and all of the controls are more familiar than futuristic. Sitting in the passenger seat overseeing the test drive was Freightliner engineering technician Jason Gray, who told me that with all of the futuristic features aside, at the end of the day, SuperTruck is built to drive and handle like a well-engineered truck. After my time behind the wheel, I'd say he's on target. Freight- liner likes to say the SuperTruck is more of an evolution than a revolution, and my test drive reflected that sentiment, particu- larly in terms of aerodynamic design and noise levels. The wind was blowing hard out in the desert, but even the heavy crosswinds couldn't rattle the SuperTruck on my drive. The truck is so aerodynamically clean that the wind barely regis- ters while in the driver's seat. Its singular profile also has other advantages: Between the advanced drivetrain and the super-sleek design, this has to be the quietest cab interior I've ever experienced. SuperTruck was a blast to drive, and not just because of the quizzical looks I got from truckers on I-15. It's a shame this exact truck won't go into production because it looks so distinct and handles so well. Yet, before my drive was over, I found myself wondering what it would be like to be behind the wheel of a SuperTruck with Level 3 autonomous vehicle control. After my time in Vegas, I'm sure we won't have to wait long to find out. In its test form, the SuperTruck relies on aerodynamic rearview camer- as, but these systems aren't road-legal yet. So Jack Roberts' test vehicle was equipped with limited-view mirrors. Nothing on the SuperTruck juts out into the windstream. Even the door handles are tucked away underneath the panels to contribute to the high aerodynamic efficiency.