Transmissions

Detroit's automated manual transmission, standard behind the DD13/DD15 in the Freightliner Cascadia.

Available in on-highway and vocational tunings. The on-highway version is what ships in a standard long-haul Cascadia spec.

PACCAR's automated manual, standard behind the MX-13 in both the Peterbilt 579 and Kenworth T680.

Like the MX-13 engine it's paired with, the TX-12 is the same transmission across both Peterbilt and Kenworth badging.

Volvo's automated manual, the only transmission offered behind the D13 in a VNL.

Volvo doesn't offer an outside engine or transmission brand in the VNL. So the I-Shift is a fixed part of the spec, not a choice.

The modern automated successor to the classic Eaton Fuller manual. It is sold as a 12-speed (HD) or 18-speed (XD/XD Pro) automated manual. It is available across several OEM chassis, not tied to one truck brand.

Eaton markets the Endurant as the lightest heavy-duty automated transmission on the market. It is about 105 lb lighter than comparable competitors. That is real payload capacity, not a marketing rounding error.

International's 14-speed automated manual, sold only as part of the S13 Integrated Powertrain.

The extra gears (14 vs. the 12 most competitors use) help keep the S13 in its best RPM band. That works across more load and grade conditions.

A full torque-converter automatic (not an automated manual). It is the choice for vocational and severe-duty jobs where clutch-based AMTs wear faster, like refuse, construction, and heavy off-road work.

Allison's torque-converter design is the real difference from every other transmission on this list. It's the standard choice when a duty cycle would wear out a clutch-based AMT faster than a fleet wants to deal with. Stop-and-go, off-road, and PTO-heavy work are examples.