INDUSTRY VIEW
This new model 387 combines state of the art design with classic Peterbilt styles and values.
With the new Model 387, Peterbilt set out to deliver a truck that has what fleet owners, drivers, dealers and maintenance technicians want – without compromising the class Peterbilt is known for. The result is the 387, a sleek, aerodynamic tractor that is comfortable, economical, easy to maintain and service – and every inch a Peterbilt.
Who were you trying to

Scott Pearson, general marketing manager: “What we saw was an opportunity to combine the traditional appeal of Peterbilt design with the very latest in technology. We knew that if we could do that, we would produce a vehicle that everyone would love.”

What do you mean by traditional appeal?
“We talked to as many people as we could, drivers, dealers, fleet owners and maintenance people, and asked them what the name Peterbilt meant to them.
“We got answers like ‘distinctive styling,’ sought-after,’
‘highest quality,’ ‘‘rugged,’ ‘well-built,’
‘custom-engineered,’ ‘the leader,’
‘most luxurious,’ and so on. “Clearly, our new truck had to embody those qualities.”

Where does the technology fit in?
“Today’s trucker still wants the ‘class’ of a Peterbilt, but needs the benefits technology can bring to the table. Aerodynamics is essential, especially with today’s rising fuel costs.
“So are comforts and features that appeal to drivers.
“And because we always say ‘Class Pays,’ we had to produce a design that delivers solid value in performance, durability and serviceability.”

How are the 387’s aerodynamics?
“Extraordinarily refined. We employed computational fluid dynamics, together with extensive wind-tunnel testing to optimize the entire design to reduce drag as much as possible. The result is the most fuel-efficient aerodynamic conventional truck we’ve ever produced.”

Computational fluid dynamics?
Erik Binns, brand manager/on-highway products: “Computational fluid dynamics is a way of using high-powered computers to optimize our aerodynamic designs. We can isolate problem areas and try dozens of different solutions – inside a computer simulation.
“This allows us to fine-tune every part of the vehicle’s aerodynamics for best possible performance.”

Does this replace wind tunnel testing?
“No. What it does do is allow us to test and refine our designs at computer speed. Then, we use the wind tunnel to verify that we’re getting the results we want.”

What else have you done to make the 387 more fuel efficient?
“We completely redesigned the cooling system.
The radiator and charge air cooler are now side by side instead of in line. That allowed us to increase cooling capacity 10 percent, while reducing fan-on time, which is a major cause of parasitic power losses that waste fuel. “

 

 

 

 

 

 

 

 

 

 

 

 

appeal to with the new 387?

 

 

 

 

 

 

 

 

 

 

 

 

 

 

And, of course, the 387 is available with Bridgestone R227 steer and M720 drive radials, both of which offer additional fuel efficiency.
“The new design is not only more fuel efficient, it’s easier to service. So, both fleet owners and maintenance people like it.”

 


Did making the 387 so aerodynamic force you to compromise the Peterbilt “look”?
Scott Pearson: “We don’t think so. Even from a distance you can see that this new truck is clearly a Peterbilt. The grille is unmistakable, yet it’s aerodynamic too.”

 

 

 

What have you done to appeal to drivers?
“Drivers have always loved Peterbilt styling and quality. And in these days when drivers are in such short supply, the 387 has lots of features drivers want.

 

 

 

 

 

Dashboard instruments are easy to read and use, while preserving classic styling.

 

 

 

 

 

 

 

 

“We know drivers prefer the more traditional style with separate gauges. We’ve preserved that look, emphasized high quality materials, and created a dashboard that is ergonomic, attractive, and state-of-the-art.”
Scott Pearson: “At the same time, we’ve borrowed some very good ideas from the automotive industry. For example, the 387 has an in-cab hood release. “
Not only is it really convenient, it provides an extra measure of security when the truck is parked, just as it does for cars.”

 

 

 

“Again, it’s a need to provide the classic Peterbilt style with the technology and functionality truckers need today.”
Erik Binns: “For example, many truck manufacturers have gone to a more ‘automotive’ style dashboard, with integrated components and instruments.

 

 

How about the sleeper? What’s new there?
“A lot. Again, we asked drivers in focus groups what kinds of things they take with them, where and when they need them, and where they’d like to be able to store them.
“Underneath the bunk, which, at 42 inches, is one of the widest in the industry, there’s 25 cubic feet of storage space, that can meet just about every driver’s needs.
“And, you can get to it by lifting the bunk, or through the exterior baggage compartment doors.” Peterbilt 387 owners can customize the cabinetry in the sleeper to suit their needs.

 

That must save a lot of time.
Erik Binns: “And trouble. Normally, to install optional equipment, truck owners have to cut into or even extend the existing wiring. What we’ve found is that these modifications are often the site of electrical problems later on. By putting in connections as part of the design, we’ve made the system more trouble-free.”

 

 

 

 

 

 

 

 

 

 

Peterbilt 387 owners can customize the cabinetry in the sleeper to suit their needs.

 

How about things like microwave ovens, TVs, refrigerators?
“The sleeper area is designed for all of those items, and we’ve designed in the electrical outlets to accomodate them. ”

 

 

 

Compartments and electrical connections in the 387 allow easy installation of refrigerators, microwave ovens and TVs – without the need to modify the electrical system.

 

 

 

 

 

 

 

 

 

How else is the 387’s electrical system different?
“We’re multiplexing many of the signals that run through the vehicle. What that means is we’re using computer technology to send multiple messages down a single wire, just the same way as telephone cables carry many different conversations at the same time.”

What’s the advantage of that?
Scott Pearson: “In the past, trucks were full of ‘looms’ of individual wires. With multiplexing, a single wire does what several were needed for in the past. That reduces weight, and makes troubleshooting easier. We’ve actually reduced the number of wires by 45 percent.”

Speaking of troubleshooting, how easy is that on the 387?
Erik Binns: “We have what we call ‘load centers.’ What we’ve done is isolate the cab, sleeper, chassis and trailer electrical systems from each other.
 “We call this principle ‘divide and conquer.’ Once you know where the problem is, you can go directly to the load center that controls that section of the vehicle.
“We even have special circuit breakers that can automatically reset themselves if the problem is momentary, and LED indicators that indicate open circuits. That makes pinpointing a problem much faster.”
Scott Pearson: “Best of all, if there’s an electrical problem in the sleeper, for example, it won’t affect the other systems. That way, you may be able to keep driving until you can stop for service.

 

 

 

 

 

 

 

 

 

 

 

The 387 fender liner is in two pieces, one of which moves out of the way with the hood for easy access to the engine compartment.

 

 

 

How easy is regular maintenance?

 

Does it seem that practically every truck comp-any in America is owned by someone overseas? Not Peterbilt.
Not only is Peterbilt American-owned, its parent company, PACCAR, has extensive holdings in truck manufacturing worldwide, including firms like Leyland, DAF and Foden.
Fortune magazine ranks PACCAR 88th among U.S. multinational firms in overseas revenues – higher than Coca-Cola, GTE and Eli Lilly.
We spoke with Dan Sobic, assistant general manager for Peterbilt, about the benefits of these worldwide connections. “Clearly, there are advantages to all our subsidiaries in being able to combine purchasing on a global basis, but the real benefit is the ability to pool expertise,” says Sobic.
“While there’s lively competition among divisions that drives innovation and improvement – and that results in very strong customer loyalties – at the end of the day, we share ideas with each other, and identify the very best practices for everyone.
“For example, our DAF operations in Europe pioneered ‘total care,’ the basis for service programs in all the PACCAR companies today. And if one PACCAR brand is more successful in a given market than another, we can analyze both to identify the source of that success.
“For us, diversity is not ‘duplication’ that should be eliminated. Instead, it’s the source of our strength.”

 

 

 

 

“We already mentioned the hood latch inside the cab, but the hood itself has a torsion bar lift that makes it easy to open. “Part of the two-piece fender liner moves up and out of the way with the hood, providing lots of room to walk in and perform service.”
Erik Binns: “The hood is composed of three separate panels. If a fender is damaged in an accident, only that part need be replaced. The same thing is true of the bumper, which is constructed in two pieces.
“Even the headlamps have a new, simpler design. The bulb is a very common #9007 cartridge, which is available at most auto parts stores.”

What about aligning the headlights?
Scott Pearson: “Our new headlamp design makes that unnecessary, unless the whole assembly is damaged or has to be replaced. You just pop the new lamp in – which incidentally, requires no tools – and go. If alignment is needed, all it takes is a screwdriver.”

With driver fatigue such a big issue, how does the 387 perform on noise and vibration?
“We want the 387 to be a delight to drive. A Peterbilt is built ‘tight’ and built to stay that way. That helps keep vibration down and noise out of the cab. The Model 387 is one of the quietest and easiest to handle trucks on the road today.”

So, will the 387 please everybody?
“No one can guarantee that, but we believe we’ve achieved the aerodynamics and serviceability fleets need with the amenities drivers want. The Model 387 is another example of why class pays.”
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