Peterbilt Class 8

Peterbilt 367

Vocational tractor (legacy) • Production 2007–2021

Day cab, 36-inch sleeper, 58-inch sleeper Dump, concrete mixer, oilfield, regional haul, vocational

Discontinued 2021

Class

Class 8

Type

Vocational tractor (legacy)

Production

2007–2021

GVWR

44,000-80,000 lb

About the Peterbilt 367

The Peterbilt 367 was Peterbilt's mainstream Class 8 vocational truck for 14 years. Production ended 2021 as Peterbilt consolidated around the 567. The 367 was popular with dump, concrete mixer, oilfield, and regional haul fleets — a middle-ground vocational truck between the lighter 348 (Class 7) and the heavier 365 (severe-duty). Used 367s with PACCAR MX-13 or Cummins X15 are common in fleet auctions.

Overview

Specifications

Manufacturer: Peterbilt
Class: Class 8
Vehicle type: Vocational tractor (legacy)
Cab type: Day cab, 36-inch sleeper, 58-inch sleeper
Production years: 2007–2021
Applications: Dump, concrete mixer, oilfield, regional haul, vocational
Typical engines: PACCAR MX-13, Cummins ISX/X15, Cummins L9
Typical transmissions: Eaton Fuller manual, Allison automatic, Eaton UltraShift
GVWR range: 44,000-80,000 lb

Design and engineering

Set-back front axle. Aluminum cab. BBC dimensions 119" to 137". Day cab and short-sleeper configurations dominated. The 367 lacked the heavy-duty chassis options of the 365 — it was Peterbilt's standard-vocational truck.

Generations and major changes

Original 367

2007–2014

Launch. Cummins ISX, Cat C15 (briefly), PACCAR MX-13 added 2011.

367 EPA 2014

2015–2021

Updated SCR. Cummins X15 transition. Final production year 2021.

Market position and popularity

367 was Peterbilt's mainstream vocational truck — high-volume seller. Production ended 2021 as 567 took over the segment. Used market is large, with 2015-2018 units in $65K-130K range.

Who buys this truck

Mid-size vocational fleets, regional dump contractors, owner-operators.

Common problems and reliability notes

PACCAR MX-13 EGR cooler at 400K+ miles. Cummins X15 emissions issues. Cab air-ride bushings wear with vocational use.

Pros and cons

✓ Pros

• High-volume vocational truck — parts everywhere
• PACCAR or Cummins engine flexibility
• Owner-operator brand cachet

⚠ Cons

• Production ended 2021
• Replaced by 567
• Standard chassis — less heavy-duty than 365

Frequently Asked Questions

What is the Peterbilt 367?

What years was the Peterbilt 367 produced?

Peterbilt 367 production started in 2007. The model was discontinued in 2021. There have been 2 distinct generations or major updates during this production run, each with significant changes in styling, engines, or features. Used Peterbilt 367 trucks remain widely available in the secondary market.

What engines come in the Peterbilt 367?

Peterbilt 367 trucks typically come with one of these engines: PACCAR MX-13, Cummins ISX/X15, Cummins L9. All are 6-cylinder inline diesel engines, ranging from 11-16 liter displacement. Engine choice depends on application (long-haul, regional, vocational) and buyer preference. Each engine choice has different reliability, fuel economy, and parts/service ecosystem implications — see our engine guides at /resources/guides/ for deeper comparisons.

Is the Peterbilt 367 reliable?

Like all commercial diesels, the Peterbilt 367 has known issue patterns: PACCAR MX-13 EGR cooler at 400K+ miles. Cummins X15 emissions issues. Cab air-ride bushings wear with vocational use.… For full known-issue details and the recall/complaint history broken down by model year, see the dedicated sections on this page.

Who is the typical Peterbilt 367 buyer?

Mid-size vocational fleets, regional dump contractors, owner-operators.

What are the most common Peterbilt 367 recalls and complaints?

Open NHTSA recalls and owner complaints for the Peterbilt 367 vary by model year. See the table above for year-by-year breakdown with direct links to the recall and complaint detail pages. Common patterns across all years include DEF/SCR aftertreatment issues (on 2010+ models), EGR cooler failures at high mileage, and turbocharger boost-pressure faults — these affect most modern commercial diesels, not just this model.

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