2014 Glider

They are remans. Detroit made that 575 from around 2000 to 2003. Very very rare. The price tag on a kustom truck build glider wit the 575 will make you think twice tho.

 

Maybe they have egr off.

 

I would get a C15, not a 3406E if you want to avoid oil leaks, also the S60 14L 575, I test drove one non EGR last year, Freighliner, couldn't find that motor on their files, the shop had to call Detroit to get parts for it and said there was only 12 of them on trucks, very powerful motor, it remind me of Cats, I would not mind one of them, but if is going to be pricier, then then Cat 6NZ.

 

A quick breakdown for you guys when it comes to glider kits and the finished cost out the door. The most common question we field on a daily basis comes down to cost, specifically cost from one builder to the next for what appears to be similarly spec'd trucks. You can use this example when it comes to Paccar trucks. There are basically 4 segments to building a Glider Kit as follows:

1. The cost of the glider itself. You can go to 10 different dealers and hand them the same spec sheet and I'm willing to bet they will all come in a couple thousand dollars of one another. The cost of the glider is NOT responsible for the large fluctuation of price in the marketplace.

2. The labor hours to assembly the truck. 8-10 years ago when there weren't nearly as many builders as there are today you may have seen the labor charged to build the truck vary, but not today. The industry pretty well has set a standard that a base build will take roughly 80-100 hours. Yes it can be done in less and yes it can take much longer for some but as an average that's a baseline. For easy math @ $100/hour your looking at roughly 8-10K labor to assemble the truck.

3. Miscellaneous assembly parts. Neither the Peterbilt or Kenworth glider offering from the factory is complete, there are a list of roughly 20-22 parts kits that are not included. For example simple things like Battery cable kits, heater hose plumbing kits, primary fuel filter kits or throttle pedals. To more involved components like CAC/RAD tubes, Power Distribution Harness Kits, Engine Control Harness, Exhaust Piping Kits, ect. There are a few ways for builders to go about coming up with these, if they have a donor chassis we've seen builders rob any and every component possible (lowering the cost of segment #3 drastically) as well as builders replacing everything with new (increases the cost of segment #3 drastically) So, this portion of the build can see some fluctuation as a result of how the builder comes up with the misc. assembly components. On a KW at minimum you need a Engine Control harness, Power Distribution Harness and a Throttle Pedal, the rest can be robbed off a donor truck and modified to work.

4. Finally, the Engine/Transmission combo. This segment here is where the LARGE variance in price comes into play. First the components, if the customer supplies them from an existing piece of equipment they own, $0 cost. Some builders install good running used engine/transmissions (10-15K), other builders use a dealers overhauled component where they start with a core engine and complete a major overhaul and reassemble the motor, same for the transmission and looking at roughly 20-25K for this option. Finally there are builders who use Factory Reman Engine/Transmissions, depending on wether or not you have cores to turn in the cost could vary from 35-45K for the package. Then you have engine and transmission trim out (starter, alternator, fan hub, clutch, clutch linkage, shift tower, ect) Some builders will once again install used components, some will use aftermarket components other use OE like Delco Remy and Spicer, ect. One final expense when it comes to the motor is the belt configuration. The generation of engine that most are attempting to install are from a time of Dual V-Belts and one of the most common upgrades is the conversion to a serpentine configuration. For example a Serpentine configuration on a 6NZ could run another 2-3K depending on wether you go with an 8/6 or the 12 groove configuration.

As you can hopefully see in the breakdown above, the first 2 segments are not responsible for the large variation in price of the completely assembled chassis. The 3rd segment is somewhat the culprit simply as a result of how the builder assembles the truck with the misc. assembly components. It really all boils down to the 4th segment and prob. the most important aspect of the build, the powertrain that you install. There is no right/wrong way to build a truck, simply some ways are more efficient and better for the long term, other ways are better for the short term view. At the end of the day you get what you pay for. Hope this helps give some insight into the large variance in price of similarly spec'd trucks.

 

That's what was nice about the Freightliner glider I got. FL provides all the plumbing, wiring harness, etc to drop in the engine you specify. You tell them when you order the truck what components you are dropping in, and they provide most everything (except drive shafts) that you will need to bolt things up. Radiator plumbing, exhaust components, all electrical, etc. All in a box strapped to the frame rail when delivered to the assembler. And the dealer I used, they have an average turn around of less than 24 hrs on a glider build. Once they put it in the bay to be done, it will be ready to roll in less than 24 hrs, on average.

 

Yea the boys down @ Harrison build a nice product. We had Brian and Adam in town a couple of months ago discussing some upcoming glider projects in the pipeline. One is the N-14 C+ option, another is the new Cascadia gliders that FL is producing. The old Coronado and Columbia cabs are still analog as well as FL actually installed the vintage of motor glider owners want (98-02) in those trucks, nothing has changed. The Cascadia on the other hand is a multiplex cab that was not in production for 98-02 motors. We recently built a couple of proto-type harness for a project that FL and Fitzgerald were working on to install 12.7 Detroits in the new Cascadia gliders. Just this week we sent a harness for HTC to install a 12.7 in a Cascadia as well. Next step will be to install the CAT and Cummins engines in the in the new Cascadia glider. Some changes will be coming down the pipeline for FL glider builders in the future but it shouldn't effect their ability to put out a quality product, but they will have to go about building them differently.

 

Are u and HTC planning to make newer coronados (2nd gen) to have pre emission engines in them since u built prototypes harness for cascadia.

 

No, our involvement in the Fitz and HTC projects have been specific to the electronic interface of the engine into the new multiplex Cascadia cabs. The Columbia and Coronado dash has analong gauges and switches, basically each are wired directly to the engine, there is a direct signal. The Cascadia has smart gauges, the ECM sends a signal to the cab master module, then the signal is relayed to the gauges over a CAN network. They have also incorporated smart switches, rather than wired to the ecm (like the Coronado and Columbia gliders), the bank of switches plugs into a slave module that then sends a signal on the CAN network to the main cab computer which then communicates with the engine ECM. With the configuration that FL has gone to with their new multiplex Cascadia cabs, you cannon simply wire around or hardwire to the dash from the ECM.

The Coronado has not went here yet, but they have plans to in the future and when they do we will have plug and play harness available for pre-emission motors.

 

You can get a western star glider with the 14l detroit rated for 550hp 1850tq from the factory as a powered glider

 

14L? Those are egr engines. Take 12.7 instead of dealing with egr.