PACCAR TX-18 Pro Transmission

Quick Facts

Manufacturer: PACCAR
Transmission Type: Severe-Duty Automated Manual Transmission
Transmission Family: PACCAR TX Series
Primary Configuration: 18-Speed Overdrive
Forward Speeds: 18
Reverse Speeds: Up to Six Configurable Reverse Gears
Maximum Engine Torque: 1,850 lb-ft
Maximum Engine Horsepower: 510 horsepower
Maximum Operating Weight: 140,000 pounds GCWR
Overall Ratio: 20.46:1
First-Gear Ratio: 14.32:1
Top-Gear Ratio: 0.70:1 Overdrive
Clutch Type: Maintenance-Free Extreme Duty Diaphragm-Spring Clutch
Clutch Control: Electronic Clutch Actuator
Clutch Pedal: No
PTO Openings: Standard 8-Bolt Bottom and 4-Bolt Rear
Combined PTO Capacity: 160 horsepower and 610 lb-ft of torque
PTO Speed: Approximately 111 percent of engine speed
Compatible Engines: PACCAR MX-11 and PACCAR MX-13
Approximate System Weight: 813 pounds including transmission, clutch, and oil
Oil Capacity: Approximately 25.4 pints in a cooler-less, non-PTO configuration
Recommended Lubricant: PACCAR-approved transmission lubricant meeting the applicable specification
Maximum Oil-Change Interval: Up to 500,000 miles or five years for approved on-highway service
Primary Applications: Heavy Haul, Construction, Dump, Logging, Mining, Oilfield, Wrecker and Recovery, Mobile Cranes, Tankers, Mixers, and Severe Vocational Service
Production Status: Active Production

Overview

The PACCAR TX-18 Pro is an 18-speed automated manual transmission developed for severe vocational, heavy-haul, and mixed on- and off-highway applications.

It expands the capability of the standard PACCAR TX-18 by adding an Extreme Duty clutch, as many as six configurable reverse gears, Rock Free mode, Off-Road Calibration, and other programming intended for challenging terrain and low-speed operation.

The transmission is integrated with PACCAR MX-11 and MX-13 engines and is available in selected Kenworth and Peterbilt Class 8 trucks.

It supports engines producing up to 510 horsepower and 1,850 lb-ft of torque. The maximum published operating weight is 140,000 pounds GCWR.

The Extreme Duty clutch allows more controlled clutch slip and greater maneuvering time at high loads than the standard TX-18 clutch. This makes the Pro version better suited to dump trucks, mixers, cranes, heavy wreckers, construction vehicles, and other trucks that spend substantial time at low road speeds.

Six available reverse ratios include three deep maneuvering gears and three higher-speed reverse gears. These can improve productivity when a truck must reverse for long distances.

The TX-18 Pro should not be confused with the Eaton Cummins Endurant XD Pro. The two transmissions use closely related architecture, but the PACCAR version is integrated with PACCAR MX engines and carries a 140,000-pound maximum operating-weight rating.

Key Characteristics

The TX-18 Pro uses 18 closely spaced forward ratios and as many as six reverse ratios.

Its 14.32:1 first gear supports loaded starts, while the 0.70:1 eighteenth gear provides overdrive for road travel.

The 20.46:1 overall ratio spread allows the same transmission to operate at low job-site speeds and highway cruising speeds.

The Extreme Duty clutch uses robust components and additional thermal capacity to improve low-speed maneuverability and durability.

Rock Free mode helps the driver move a truck that is stuck in mud, sand, snow, or loose soil.

Off-Road Calibration changes the transmission’s shift behavior for rough, soft, or changing terrain. It generally reduces unnecessary shifts and keeps the truck in a productive gear.

Secondary Configuration allows the driver to switch between two transmission calibrations, such as highway and off-road or loaded and unloaded operation.

Three high-speed reverse ratios can reduce travel time when long-distance reversing is required.

Standard dual PTO openings provide up to 160 combined horsepower for cranes, pumps, mixers, hydraulic systems, winches, recovery equipment, and other vocational machinery.

How the Transmission Works

The PACCAR TX-18 Pro uses a twin-countershaft mechanical geartrain controlled by electronic shift actuators, engine-transmission communication, and an electronic clutch actuator.

When the driver selects drive, the transmission controller evaluates vehicle weight, grade, throttle position, engine torque, selected calibration, and road or terrain conditions.

The controller chooses an appropriate starting gear and commands the electronic clutch actuator to engage the Extreme Duty clutch.

As the vehicle accelerates, Smart Gear Selection determines whether every gear is needed. The transmission can skip gears when conditions permit or use smaller ratio steps under high load.

Before a shift, the controller requests a reduction in engine torque. This unloads the drivetrain so the current gear can disengage.

The shift mechanism selects the next ratio while engine and transmission speeds are coordinated. Torque is then restored.

Hill Start Aid uses the truck’s foundation brakes to help prevent rollback during a launch on a grade.

Urge to Move allows the truck to inch when the service brake is released.

Creep Mode provides controlled movement at engine idle with the clutch locked.

Rock Free mode allows controlled changes between drive and reverse when attempting to free the vehicle from loose ground.

Off-Road Calibration modifies clutch and shift behavior for natural terrain, soft soil, gravel, mud, and other difficult operating surfaces.

Common Specifications

Transmission Type

The TX-18 Pro is a two-pedal automated manual transmission.

It uses a dry clutch and mechanical geartrain rather than the torque converter and planetary gearing of a conventional automatic transmission.

Forward Speeds

The transmission provides 18 forward gears.

Most ratios are separated by approximately 19 or 20 percent, helping the engine remain within its productive operating range.

Reverse Speeds

The TX-18 Pro can provide as many as six configurable reverse gears.

Published reverse ratios include:

Reverse 1 — 15.25:1
Reverse 2 — 12.73:1
Reverse 3 — 10.67:1
Reverse 4 — 3.08:1
Reverse 5 — 2.57:1
Reverse 6 — 2.15:1

The three lower reverse ratios support maneuvering under load.

The three higher reverse ratios are intended for applications requiring extended reverse travel.

The enabled number of reverse gears depends on truck configuration, programming, axle ratio, tire size, and intended vocation.

Forward Gear Ratios

First Gear — 14.32:1
Second Gear — 11.96:1
Third Gear — 10.02:1
Fourth Gear — 8.43:1
Fifth Gear — 7.04:1
Sixth Gear — 5.90:1
Seventh Gear — 4.95:1
Eighth Gear — 4.13:1
Ninth Gear — 3.46:1
Tenth Gear — 2.89:1
Eleventh Gear — 2.41:1
Twelfth Gear — 2.02:1
Thirteenth Gear — 1.70:1
Fourteenth Gear — 1.42:1
Fifteenth Gear — 1.19:1
Sixteenth Gear — 1.00:1 Direct Drive
Seventeenth Gear — 0.83:1 Overdrive
Eighteenth Gear — 0.70:1 Overdrive

Overall Ratio

The overall ratio spread is approximately 20.46:1.

This provides low-speed startability and overdrive highway operation.

Maximum Engine Torque

The maximum published engine-torque capacity is 1,850 lb-ft.

The PACCAR MX engine must be programmed within the approved transmission rating.

Maximum Engine Horsepower

The maximum published engine output is 510 horsepower.

Compatibility must also account for torque, governed speed, cooling, GCWR, axle ratio, tire size, and vehicle application.

Maximum Operating Weight

The TX-18 Pro has a maximum published operating weight of 140,000 pounds GCWR.

This is different from the Eaton Cummins Endurant XD Pro, which carries an unlimited transmission GCW rating in approved applications.

The TX-18 Pro’s 140,000-pound limit must not be exceeded.

Extreme Duty Clutch

The TX-18 Pro uses a maintenance-free Extreme Duty diaphragm-spring clutch.

Compared with the standard TX-18 clutch, it provides:

Greater thermal capacity
More controlled clutch slip
Additional low-speed maneuvering time
Improved durability
Reduced noise and vibration
Better severe-vocational performance

Electronic Clutch Actuator

An electronic clutch actuator controls engagement and disengagement.

The actuator and clutch require proper calibration after certain repairs or component replacements.

Rock Free Mode

Rock Free mode helps the driver use controlled forward and reverse movement to free a truck from mud, sand, snow, or loose soil.

The feature should be stopped if a clutch-temperature warning appears.

Off-Road Calibration

Off-Road Calibration changes shift points and clutch behavior for difficult terrain.

It is designed to reduce unnecessary shifting and improve control on unpaved surfaces.

Secondary Configuration

Secondary Configuration allows the driver to toggle between two programmed transmission calibrations.

Possible uses include:

Highway and Off-Road
Loaded and Empty
Normal and Performance
Firm Ground and Soft Ground

The available choices depend on truck and application programming.

Transmission Controls

The transmission control system can manage:

Starting-gear selection
Clutch engagement
Upshifts and downshifts
Skip shifting
Engine-torque coordination
Hill Start Aid
Urge to Move
Creep Mode
Engine Overspeed Protection
Enhanced Engine Braking
Rock Free Mode
Off-Road Calibration
Secondary Configuration

Column-Mounted Selector

Kenworth and Peterbilt installations commonly use a right-hand column-mounted selector.

The selector can provide:

Drive
Neutral
Reverse
Manual Mode
Low Mode
Upshift and downshift requests
Secondary Configuration selection
Engine-brake controls depending on truck specification

Twin-Countershaft Design

The TX-18 Pro divides engine torque between two countershafts.

Helical gears and large bearings support high torque, heavy operating weights, and severe service.

Internal Wiring and Sensors

The transmission places wiring and sensors within a protected housing arrangement.

This reduces exposure to road spray, corrosion, physical damage, and loose external connections.

PTO Openings

Standard PTO mounting locations include:

8-bolt bottom opening
4-bolt rear opening

Both PTOs operate at approximately 111 percent of engine speed.

PTO Capacity

Maximum combined PTO output is:

160 horsepower
610 lb-ft of torque

The total demand from all simultaneously operating PTO equipment must remain within the combined limit.

PTO Controls

PTO engagement requests are monitored by the transmission controller.

The system can prevent engagement when operating conditions could damage the transmission or PTO equipment.

Precision Lubrication

The Precision Lubrication System directs lubricant to gears and bearings while reducing oil-churning losses.

Oil Capacity

A cooler-less, non-PTO configuration holds approximately 25.4 pints.

PTOs, cooling equipment, installation angle, and other components can change the required quantity.

Oil-Change Intervals

Published maximum intervals include:

On-Highway — 500,000 miles or five years
Vocational — 250,000 miles or three years

Severe-duty applications may require additional inspections and application-specific service planning.

Transmission Cooling

A transmission cooler may not be required in approved applications operating below 110,000 pounds GCW.

Heavier, high-temperature, PTO-intensive, mixer, construction, or severe-duty applications may require additional cooling.

System Weight

The complete TX-18 Pro system weighs approximately 813 pounds, including transmission, clutch, and oil.

PTOs, hydraulic pumps, cooling equipment, mounts, and other components increase installed weight.

Common Applications

Heavy-haul tractors
Construction trucks
Dump trucks
Concrete mixers
Logging trucks
Mining-support trucks
Oilfield trucks
Equipment-hauling tractors
Lowboy and RGN operations
Heavy wreckers
Towing and recovery vehicles
Mobile cranes
Tanker trucks
Refuse roll-off vehicles
Vocational tractors
Specialty transport
Long-distance reversing applications
Mixed on- and off-highway operations

Truck and Engine Compatibility

The PACCAR TX-18 Pro is designed for integration with PACCAR MX engines and selected Kenworth and Peterbilt Class 8 trucks.

Confirmed Kenworth applications with live Truck Equipment Atlas pages include:

The TX-18 and TX-18 Pro were introduced as available options in the Kenworth T680, T880, and W990.

The TX-18 Pro is especially relevant to T880 and W990 vocational, mixer, heavy-haul, and severe-service configurations.

Confirmed Peterbilt applications with live pages include:

The Peterbilt 567 is one of the most relevant TX-18 Pro applications because of its construction, heavy-haul, mixer, crane, dump, and vocational configurations.

Compatible engine families include:

The engine, transmission, axles, brakes, tires, frame, suspension, cooling, PTOs, and electronic controls must be approved as a complete PACCAR powertrain and vehicle configuration.

Advantages

18 forward gears
Up to six configurable reverse gears
High-speed reverse capability
Maximum torque capacity of 1,850 lb-ft
Supports engines up to 510 horsepower
Maximum operating weight of 140,000 pounds
Extreme Duty clutch
Greater clutch thermal capacity
Improved low-speed maneuverability
Rock Free mode
Off-Road Calibration
Secondary Configuration
Hill Start Aid
Urge to Move
Creep Mode
Smart starting-gear selection
Skip-shift capability
Enhanced engine braking
Integrated PACCAR engine controls
Dual PTO openings
Combined PTO output of 160 horsepower
Precision Lubrication System
Internal wiring and sensors
Fluid-pressure and temperature monitoring
Lower weight than comparable older 18-speed automated transmissions

Limitations or Considerations

Limited to approved Kenworth and Peterbilt trucks
Designed specifically for PACCAR MX engines
Maximum engine torque is 1,850 lb-ft
Maximum operating weight is 140,000 pounds
Not rated for unlimited GCW
High-speed reverse requires driver training
Reverse gearing must match axle ratio and tire size
Electronic controls require specialized diagnostics
Clutch-actuator repairs require calibration
Extreme Duty clutch can still overheat
Rock Free mode must be used correctly
Heavy applications may require a transmission cooler
Dual PTO equipment adds weight and maintenance
Off-highway use can shorten maintenance intervals
Higher purchase cost than the standard TX-18

Driver and Operator Experience

The TX-18 Pro provides two-pedal automated operation.

The driver selects drive, neutral, reverse, manual, or low mode with the column-mounted selector.

The transmission chooses a starting gear based on vehicle weight, grade, engine torque, throttle position, and selected calibration.

Hill Start Aid helps prevent rollback during loaded starts on grades.

Urge to Move allows the truck to begin inching when the service brake is released.

Creep Mode provides controlled low-speed movement at engine idle with the clutch locked.

The Extreme Duty clutch permits greater low-speed maneuvering time, but the driver should still avoid unnecessary clutch slipping.

Rock Free mode can help when the truck becomes stuck in loose material. It should be used only according to PACCAR’s procedure.

Off-Road Calibration can reduce unnecessary shifting on rough terrain and keep the truck in a more productive gear.

High-speed reverse ratios can improve productivity, but drivers must account for visibility, steering response, trailer movement, spotters, and job-site safety.

Maintenance and Ownership Notes

The TX-18 Pro uses PACCAR-approved transmission lubricant.

A cooler-less, non-PTO configuration holds approximately 25.4 pints.

Maximum published on-highway lubricant intervals extend to 500,000 miles or five years.

Vocational service uses a shorter maximum interval of approximately 250,000 miles or three years.

Logging, mining, oilfield, mixer, construction, and other severe applications require maintenance planning based on miles, hours, PTO use, terrain, temperature, and contamination.

The Extreme Duty clutch is self-adjusting, but clutch wear, heat events, and actuator operation must still be monitored.

The electronic clutch actuator requires proper calibration after applicable repairs.

Fluid-pressure and oil-temperature warnings should be investigated immediately.

PTO mounting bolts, seals, pumps, hydraulic lines, controls, and driven equipment should be inspected regularly.

Cooling-system components require inspection when a transmission cooler is installed.

Software updates, calibration changes, and fault diagnosis require approved PACCAR tools and service information.

Common Transmission Problems

Transmission Will Not Engage a Gear

Possible causes include low battery voltage, an electronic clutch-actuator fault, speed-sensor failure, low air pressure, an active fault code, communication loss, or internal damage.

Extreme Duty Clutch Overheating

Repeated creeping, prolonged backing, holding the truck on a grade with the accelerator, or excessive Rock Free use can overheat the clutch.

High-Speed Reverse Problems

Incorrect programming, axle-ratio mismatch, tire-size errors, sensor faults, or unsuitable application settings can affect high-speed reverse operation.

Rock Free Mode Will Not Activate

The feature may be unavailable because of excessive clutch temperature, an active fault, incorrect vehicle conditions, programming, or improper control use.

Off-Road Calibration Problems

The transmission may shift poorly off highway if the incorrect calibration is selected or if vehicle programming does not match the application.

Electronic Clutch Actuator Faults

A failed actuator, damaged wiring, incorrect calibration, clutch wear, or heat damage can interfere with launches and shifts.

Harsh or Delayed Shifts

Shift-quality problems may result from sensor faults, software, engine communication, clutch condition, driveline problems, or unsuitable calibration.

Transmission Stuck in Neutral

The transmission may remain in neutral if it cannot confirm gear position, match shaft speeds, complete a shift, or communicate with the engine.

Fluid-Pressure or Temperature Warnings

Low lubricant, leakage, incorrect fluid, heavy load, inadequate cooling, sensor problems, or internal damage can trigger warnings.

PTO Engagement Problems

PTO operation may be prevented by failed interlocks, incorrect conditions, programming, hydraulic overload, or an active fault.

Buying Considerations

Confirm that the transmission is TX-18 Pro rather than standard TX-18.
Verify the truck is an approved Kenworth or Peterbilt model.
Confirm PACCAR MX-11 or MX-13 compatibility.
Verify engine horsepower and torque.
Confirm maximum operating GCWR.
Select the required number of reverse gears.
Determine whether high-speed reverse is necessary.
Match reverse programming to axle ratio and tire size.
Confirm Extreme Duty clutch specifications.
Calculate combined PTO horsepower and torque.
Determine whether one or both PTO openings are required.
Confirm whether a transmission cooler is needed.
Review clutch-life and heat-event data.
Scan for active and inactive fault codes.
Inspect the electronic clutch actuator.
Verify software and calibration status.
Test Rock Free mode.
Test Off-Road Calibration.
Test Secondary Configuration.
Test every enabled reverse gear.
Review lubricant maintenance records.
Confirm PACCAR dealer and warranty support.

Variants and Configurations

PACCAR MX-11 Configuration
PACCAR MX-13 Configuration
Three-Reverse-Gear Configuration
Six-Reverse-Gear Configuration
High-Speed Reverse Configuration
8-Bolt Bottom PTO Configuration
Dual-PTO Configuration
Cooler-Less Configuration
Transmission-Cooler Configuration
Heavy-Haul Configuration
Construction Configuration
Dump-Truck Configuration
Mixer Configuration
Logging Configuration
Mining Configuration
Oilfield Configuration
Wrecker and Recovery Configuration
Mobile-Crane Configuration
Off-Road Calibration
Secondary Configuration

Comparison to Similar Equipment

Compared with the standard PACCAR TX-18, the TX-18 Pro adds an Extreme Duty clutch, as many as six reverse gears, Rock Free mode, Off-Road Calibration, and greater low-speed maneuvering capability.

Compared with the PACCAR TX-12 Pro, the TX-18 Pro provides six additional forward gears, higher torque capability, greater maximum operating weight, higher PTO output, and high-speed reverse options. TX-12 Pro is lighter and intended for vocational applications at or below 70,000 pounds.

Compared with Eaton Cummins Endurant XD Pro, the TX-18 Pro uses closely related architecture but is integrated with PACCAR MX engines. The Eaton Cummins version supports up to 2,050 lb-ft and carries an unlimited transmission GCW rating in approved applications.

Compared with Eaton UltraShift PLUS MXP, the TX-18 Pro uses a newer and lighter design with improved lubrication, internal electronics, and configurable reverse options. UltraShift PLUS MXP has a longer service history and is based on Eaton Fuller 18-speed architecture.

Compared with an Eaton Fuller 18-speed manual, TX-18 Pro automates clutch engagement and gear selection. The manual provides direct driver control, while the TX-18 Pro reduces workload and standardizes shifting.

Compared with an Allison 4000 Series automatic, the TX-18 Pro uses a dry clutch and mechanical geartrain. Allison’s torque converter provides continuous low-speed power, while the TX-18 Pro offers 18 ratios, strong highway efficiency, and high-speed reverse capability.

Best Fit For

Kenworth severe-duty fleets
Peterbilt vocational fleets
PACCAR MX-11-powered trucks
PACCAR MX-13-powered trucks
Heavy-haul carriers
Construction fleets
Dump-truck operations
Concrete-mixer operations
Logging fleets
Mining-support operations
Oilfield fleets
Heavy wrecker and recovery operators
Mobile-crane trucks
Applications requiring long reverse travel
Fleets needing high-capacity dual PTOs
Mixed on- and off-highway operations

Related Truck Types

Related Truck Models

Related Engines

Related Transmission Types

Related Equipment Systems

Electronic Clutch Actuators
Extreme Duty Clutches
Transmission Electronic Controls
Vehicle Data Networks
Transmission Lubrication Systems
Transmission Cooling Systems
Transmission Diagnostic Systems
Electrical Systems
Driveshafts
Axles and Differentials
PTO Systems
Brake Systems

Related Guides

Understand the operating principles in How Commercial Truck Transmissions Work, compare drivetrain designs in Manual vs Automated Manual vs Automatic Transmissions, and evaluate gearing, application, and compatibility in How to Choose a Commercial Truck Transmission.

Regulatory and Compliance Notes

The TX-18 Pro must be installed in a PACCAR-approved Kenworth or Peterbilt powertrain configuration.

The engine’s programmed torque must remain within the transmission’s 1,850-lb-ft rating.

The completed truck must remain within the TX-18 Pro’s 140,000-pound maximum operating-weight rating.

The truck must also remain within its GVWR, axle ratings, tire ratings, suspension limits, frame ratings, brake capacity, fifth-wheel rating, and trailer ratings.

PTO equipment must remain within the combined 160-horsepower and 610-lb-ft limits.

High-speed reverse must be configured for the truck’s axle ratio, tire size, vocation, visibility, and safe operating requirements.

Oversize and overweight operation may require permits, approved routes, bridge compliance, escort vehicles, travel restrictions, signs, flags, and additional safety equipment.

Real World Operating Notes

The TX-18 Pro’s greatest advantages appear in operations that combine highway travel with frequent job-site or off-highway work.

The Extreme Duty clutch provides additional low-speed capability but does not eliminate clutch heat.

Rock Free mode can assist in loose material, but it should not be repeatedly used after a temperature warning appears.

Off-Road Calibration can keep the transmission in gear longer and reduce unnecessary shifting on rough or soft terrain.

High-speed reverse ratios can save substantial time in logging, mining, construction, recovery, and specialty operations where long reverse travel is unavoidable.

The driver must still reverse at a speed appropriate for visibility, trailer behavior, terrain, spotter instructions, and company safety procedures.

Frequently Asked Questions

What is the PACCAR TX-18 Pro?

It is an 18-speed severe-duty automated manual transmission designed for PACCAR MX-powered Kenworth and Peterbilt trucks operating on and off highway.

How much torque can it handle?

The maximum published torque capacity is 1,850 lb-ft.

What is its maximum operating weight?

The maximum published operating weight is 140,000 pounds GCWR.

How many reverse gears does it have?

The TX-18 Pro can be configured with as many as six reverse gears.

What is high-speed reverse?

The fourth, fifth, and sixth reverse ratios allow higher reverse travel speeds in approved applications requiring long-distance backing.

Does it have a clutch pedal?

No. An electronic clutch actuator operates the Extreme Duty dry clutch.

What is Rock Free mode?

Rock Free helps the driver use controlled forward and reverse movement to free the truck from mud, sand, snow, or loose soil.

What is Off-Road Calibration?

It changes shift points and clutch behavior to improve operation on natural terrain, soft soil, and other difficult surfaces.

Can it operate two PTOs?

Yes. It has standard 8-bolt bottom and 4-bolt rear PTO openings with a combined maximum capacity of 160 horsepower.

What is the difference between TX-18 and TX-18 Pro?

The Pro adds the Extreme Duty clutch, additional reverse gears, Rock Free mode, Off-Road Calibration, and greater low-speed maneuvering capability.

Availability and Where to Find

The PACCAR TX-18 Pro is available through participating Kenworth and Peterbilt commercial truck dealers.

Documented applications include selected Kenworth T680, T880, and W990 models and Peterbilt 389, 567, and 579 trucks.

Availability depends on engine, model year, truck configuration, vocation, maximum operating weight, PTO requirements, reverse programming, and market.

Buyers should confirm the truck, engine, axle ratio, tire size, cooling system, PTO equipment, calibration, and number of reverse gears before ordering.

Current specifications, resources, warranty information, and dealer availability can be confirmed through the official PACCAR TX-18 and TX-18 Pro page.

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