Right specs pay dividends at resale • Hubs & wheel ends • Poised to meet IT needs
OCTOBER 2012
Jim Fox, Vice President & General Manager Pinnacle Express
Maximum Impact
www.FleetEquipmentMag.com
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On the Inside
Vol. 38 | Number 10 | 2012
Oct.
Columns Editorial
2
CAROL BIRKLAND
SmartWay
34
4
TOM GELINAS
Light- & Medium-Duty
Founded 1974. Copyright 2012 Babcox Media Inc.
6
SETH SKYDEL
Service & Support
8
D. MICHAEL PENNINGTON
Fuels & Lubes
10
JOHN MARTIN
Tires & Wheels
12
ASA SHARP
Post Script
64
14 ASE
50
42
Departments Features
Focus on the future
16 Timely Tips Don’t judge a coolant by its color
26 Industry News Trucking operational costs continue to rise
18
IT for Asset Management | Making a difference
22
Trailer Topics | Time running out for CARB compliance on aerodynamics
34
Before & After(market) | Hubs & wheel ends
42
Equipment Technology | The right specs pay resale dividends
50
Fleet Profile | Maximum impact
54 Truck Products Mitsubishi Fuso offers new plow kits for Canter FG4X4
57 T&B Meritor adds two low-mount MTA trailer suspensions
58 Shop Stertil-Koni introduces Diamond Lift
EDITORIAL ADVISORY BOARD Steve Duley, Vice President, Purchasing Schneider National Inc.
David Foster, Vice President of Maintenance Southeastern Freight Lines
Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.
Peter Nativo, Director of Maintenance Transport Service Co.
Darry Stuart, President & CEO DWS Fleet Management
PUBLISHER David Moniz, Publisher 330-670-1234, Ext. 215 dmoniz@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com Asa Sharp Contributing Editor 330-670-1234 asasharp@aol.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Maryellen Smith, Circulation Assistant 330-670-1234, Ext. 288 msmith@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman
Editorial
Evolving change CAROL BIRKLAND | EDITOR-IN-CHIEF
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ur industry has seen a lot of change in the last few decades. Trucks may still run on rubber tires, but those rubber tires are much more sophisticated than ever— and the same can be said for everything under the hood and on the vehicle.
As the equipment in our industry evolves, those of us in the publishing business work diligently to keep pace with news coverage and feature topics—and we strive to make sure our publications reflect the changes our readers are facing. To that end, you will note that Fleet Equipment magazine (FE) has just taken on a new look. Since its inception in 1974 as Fleet Maintenance & Specifying, there have been many changes to the magazine. First came the name change to FLEET EQUIPMENT in 1984, followed by a few iterations of the typeface lettering for the title over the years. Then, in 2005 the cover logo was changed to FE. (Three old covers reproduced on page 64 illustrate some of our changes.) So what about changes in your business? Evolving change—as every fleet manager knows—has its advantages and its challenges. The cost of new and more sophisticated equipment directly correlates to higher purchase costs, but some fleet managers are finding that they also can result in a lower total cost of ownership. More changes are in our industry’s future. Recently, we’ve seen significant interest in natural gas (NG) engines for specific applications, enough interest to momentarily turn the focus of alternatively fueled vehicles away from hybrids to NG trucks. At the moment, the lower price of NG, the fact that there are not many changes needed to adapt diesel engines to run on NG, and the fact that NG is a “homegrown” fuel make it appealing. But it still is not necessarily the answer for all long haul operations. The cost of fuel and lower engine emissions continue to be significant drivers of change in our industry—just look at how engines have evolved since the first Environmental Protection Agency (EPA) engine emissions mandate nearly a decade ago. In the years since that mandate, engine complexity and the upfront costs related to changes in their technology have been significant—and early on, fuel economy suffered. As the EPA 2010 engines went into service, however, many fleet managers reported better fuel economy. The next mandate for change is slated for 2014 with the EPA and NHTSA initiative Greenhouse Gas 2014 (GHG14), which is focused on reducing greenhouse gas emissions while improving fuel economy of heavy-duty trucks. The GHG14 mandate may bring about the most wide-sweeping changes we have seen to date, primarily because truck OEMs and engine makers have been suggesting that to be in compliance, there not only will need to be changes to the engines, but also changes to vehicle aerodynamics. In addition, you can expect to see a push toward integrated powertrains. As an example, Daimler Trucks North America, makers of Freightliner trucks, recently announced a proprietary automated manual transmission and axle that can be specified with its Detroit series engines to offer fully integrated powertrains. The advantage of an OEM integrated system has to do with the company’s ability to program its proprietary software to maximize all components for optimum fuel efficiency. While the fuel advantages of integrated powertrains are well known in Europe, they are still a hard sell in North America. But, with ever-evolving change, you never know what the next milestone might be.
2 October 2012 | Fleet Equipment
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SmartWay
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or the last 20 years, various energyrelated legislation and executive orders coming out of Washington have included provisions aimed at increasing the federal government’s use of alternative fuels. The most recent is Executive Order 13514 issued by the president in 2009. The order, titled “Federal Leadership in Environmental, Energy and Economic Performance,” was intended to establish a measurement-based program to hold federal agencies accountable for progress on energy objectives.
A switch of just 20% of the U.S. government’s business to carriers using alternative fuels would provide taxpayer savings of up to $7 billion annually…
A subsequent memorandum issued last year expanded this order, saying, “We owe a responsibility to American citizens to lead by example and contribute to meeting our national goals of reducing oil imports by one-third by 2025 and putting one million advanced vehicles on the road by 2015.” Included in this memorandum is a requirement that federal agencies ensure that new contracts with outside vendors are for services that are energy efficient and environmentally desirable—a mandate that applies to 4 October 2012 | Fleet Equipment
A new opportunity BY TOM GELINAS | EDITORIAL DIRECTOR
carriers delivering freight to, from or between agency locations. It also requires the General Services Administration (GSA) to lead the development of recommendations for tracking and reducing emissions. To execute this order, a workgroup chaired by GSA has been formed. SmartWay representatives have been active in this workgroup, informing its members about the SmartWay Partnership as an existing program that can be utilized by federal agencies to fulfill the mandate. As a result of these efforts, GSA Freight Management Services has joined the SmartWay Partnership. This group essentially acts as a third-party logistics provider for other federal agencies and is now using SmartWay criteria to procure transportation services for the agencies it serves. SmartWay representatives are working to get the rest of the GSA, as well as other federal agencies, on board. Independent of all this federal activity, the non-profit American Clean Skies Foundation (ACSF) recently issued a report urging the federal government to begin allocating its $150 billion budget for transport services to carriers that fuel their fleets on domestically-produced natural gas, electricity, biofuels and other alternatives to diesel and gasoline. The report claims a switch of just 20% of the U.S. government’s business to freight and package carriers using alternative fuels would provide taxpayer savings up to $7 billion annually and approximately $25 billion by 2025. The ACSF report also includes an endorsement and comprehensive description of the SmartWay Partnership and its success in decreasing fuel consumption and exhaust emissions. In describing the program, the report
states, “EPA’s SmartWay program aims to create incentives to improve supplychain fuel efficiency and thereby reduce transportation-related emissions. SmartWay Transport Partners agree to assess their freight operations, calculate fuel consumption and emissions and track these measures annually. SmartWay’s accounting tools and methods are used by more than 2,900 U.S. corporations, including almost all of the large truck carriers, all Class 1 rail companies and many Fortune 500 companies.” To get shippers that handle government business on the right course, ACSF recommends that Washington simply apply the same measurement and reporting tools developed by federal agencies over the last two decades to ratchet down petroleum use and harmful emissions associated with the government’s own transportation fleet. Warren Lavey, co-author of the report, said, “Most people are probably unaware that the freight services that are used by the government and major product suppliers provide a 30 times larger opportunity for oil savings and emissions reductions than the cars and trucks that the government owns itself.” Clearly, this move by the federal government brings one of the country’s largest shippers, GSA Freight Management Services, to SmartWay members, creating an increased demand for their services. This situation will most certainly grow as more federal agencies, led by the GSA workgroup, join the SmartWay Program. /
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Light Online resources & Medium-Duty
BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
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sing electronic media is an excellent way to focus on alternative fuels and opportunities to support sustainability initiatives. “Our goal is to create a web experience that puts current and prospective customers in the driver’s seat of the total alternative fuel vehicle experience,” said Jadine Starmer, web product manager at GE Capital Fleet Services. “We continually strive to identify ways to help our customers look to greener solutions by use of the latest technologies and interactive tools.” The company’s new eco-focused website (www.gefleet.com) provides access to its knowledge regarding alternative fuels and related sustainable products. The site’s tools include an interactive Learning Center featuring an alternative fuel locator app and guides; resources and news for drivers, fleet managers and businesses; educational videos demonstrating the benefits of alternative fuel vehicles and infrastructure solutions, and access to GE’s Intelligauge tool, an online app that calculates current and projected fuel costs and CO2 emissions. GE Capital Fleet Services isn’t alone in its use of online tools to help customers achieve their environmental goals. Vehicle fleet management services company Automotive Resources International, for example, has consolidated information on its broad range of environmental-related services under its EnviroFleet banner. At http://sustainability.arifleet.com, the company offers case studies, information such as a Fuel Reduction Strategies White Paper, and details on ARI’s Eco-Partners. PHH Arval, the financial and management services company for com-
6 October 2012 | Fleet Equipment
mercial vehicle fleets, offers its comprehensive PHH GreenFleet program for fleets looking to meet their company’s environmental goals and cut operating costs. On its website at www.phharval.com, for example, are papers such as “Greenhouse Gas Management for Medium-Duty Truck Fleets” and “Redefining Green: Best practices for reducing emissions and costs.” NAFA, the fleet management association, provides an online gateway for all types of alternative fuel infor-
...‘going green’ is an environmentallyconscious approach to doing business mation at its website, www.nafa.org. Included is NAFA’s Fuel Management Guide, which covers regional environmental policies and regulations and remains up-to-date on alternative fuels and emerging technology. NAFA also has partnered with the Environmental Defense Fund (EDF) to develop a Greenhouse Gas Calculator. Available on the association’s website, the tool is designed to help fleets measure greenhouse gas emissions using fuel consumption data. The NAFA site also links to websites detailing U.S. Department of Energy initiatives that encourage or require the use of alternative fuels and vehicles, as well as other petroleum-reduction measures for U.S. fleets. Those program websites can serve as very helpful online resources.
Clean Cities, the government-industry partnership designed to support local decisions to adopt practices that contribute to the reduction of petroleum consumption, provides a variety of tools at www.cleancities.energy.gov. Clean Cities also sponsors the Alternative Fuels and Advanced Vehicles Data Center (www.afdc.energy.gov), which contains information about alternative fuels and vehicles, hybrids, idle reduction and other topics. The site has a number of interactive tools, including the Alternative Fueling Station Locator, vehicle cost calculators, and a searchable database of transportation-related incentives and laws. Also sponsored in part by Clean Cities is its website, www.FuelEconomy.gov, which allows fleets to find and compare vehicle fuel economy and emissions performance ratings. Other online information sources available for fleets can be found at www.eere.energy.gov. Included are details on federal fleet statutory requirements, executive orders and other policies related to alternative fuel use and petroleum-reduction, as well as information for state and alternative fuel provider fleets, which are required to acquire a percentage of alternative fuel vehicles each year or reduce petroleum consumption. For many medium- and light-duty fleets, “going green” is an environmentally-conscious approach to doing business. In highly competitive markets, sustainability also is a critical success factor. Fleet managers faced with meeting sustainability goals within tight budgetary constraints can uncover opportunities to reduce emissions, boost efficiency and lower costs using many of these evolving online resources. /
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Service & Support
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leading warehouse distributor with a passion for supplying parts for decades to truck fleets of all sizes has discovered still another way to “delight its customers.” With 13 locations in three states (12 with service bays) across the Midwest, Power Train Service, headquartered in Indianapolis, has identified mobile service as a way to expand its horizons and increase value-add to its customers.
‘We don’t tow; we know how to fix it, and we get them home safely…’—Bass “We want to be the person who throws the box away,” said Lyle Bass, president of Power Train Service and industry pioneer with the drive of a 20-year-old. “We simply must deliver more than providing parts over the counter or through our delivery fleet. So with our technicians in road service trucks, we’re able to take our parts, customer service and technical abilities to the street.” It’s what Bass and his business partner, Joe Leffel, call “horizontal integration.” Many WDs offer service bays to install the parts they sell.
8 October 2012 | Fleet Equipment
Distributor adds value with mobile service BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER
But Power Train wanted a more aggressive approach. Through the growth of acquiring two independent service garages (ISGs), Power Train now offers 73 service bays with roughly $16 million in parts inventory throughout Ohio, Indiana and Kentucky. Power Train’s Bass points out, “Our technicians and shop managers hear the positive customer feedback, and we’re able to measure satisfaction, manage inventories and know our operating income per bay. With CSA and possible on-road citations, we know fleet customers can’t risk OOS citations and can’t wait in long lines at dealerships for repairs.” In Oct. 2010, Power Train acquired Truckers 24 Hr. Road Service, an Indianapolis-based independent service garage with six mobile service trucks covering Indianapolis, Ft. Wayne and Terre Haute, Ind., plus a 24-hour service shop in Indianapolis. And recently, Power Train made another acquisition: C. Colyer & Son’s Truck Service in Cincinnati, Ohio, which operates 23 service bays in three locations and will continue to market itself under the same name. “This acquisition makes us one of the largest privately-owned networks (service and parts) in the aftermarket truck parts and service industry,” said Bass, who cites services as the fastest growing element in the truck aftermarket. Each service truck costs Power Train about $60,000 plus $15,000 in parts inventory. “We don’t tow; we know how to fix it, and we get them home safely,” summarized Bass. 30% of a service technician’s time is spent working on safety and training.
“We focus on the safety of these vehicles and train repeatedly on how to approach a down truck, how to navigate around the truck safely, how to use signs and lights, and to park in front of the customer vehicle,” said Bass, whose company regularly updates technicians on new technologies. Aside from addressing a service shortage, Bass also recognizes there’s a distinct shortage of counter personnel and technicians. “There aren’t many schools developing and training these individuals,” he said, “and it takes five years to develop counter personnel internally—to truly understand the dynamics and breadth of product lines. Younger counter personnel have no problems with computers and technology, while experienced counter personnel use catalogs and have familiarity with the new methods.” Sharp technicians are somewhat like young lions, and are more apt to learn computers and electronics. “We must move them up quickly on salary or they’ll jump for $5 to $6 more per hour,” he said. “Power Train uses Ivy Tech and Lincoln Technical Institute to identify new technicians. “We watch closely what’s happening, and there’ll be a new wrinkle...a way we can add value and service for our customers,” noted Bass. Soon, Power Train will operate its mobile service trucks with integrated mobile workstations “to eliminate any issues of parts inventory on each of the trucks,” he added. Investing in keeping an entire workforce trained and up to speed on equipment, best practices and new regulations is an essential part of doing business. /
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Tires & Wheels
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hen it comes to tires, what do you need to consider to improve profitability? A main factor is the price of new tires. Most suppliers of tier 1 and 2 radials have implemented no fewer than seven price hikes in the past 30 months, raising tire prices approximately 35% to 45%. Tires, traditionally the second highest non-labor operating expense, should be viewed as assets to be actively managed over their life cycle, versus mere “expense” items—a fact that should be firmly ingrained throughout your maintenance organization, including outsourced vendors. Quality retreading must be a priority and should represent an increasing percentage of tire usage on your rolling stock. Therefore, maintaining casing integrity for the longest possible time is essential. The first line of defense is maintaining proper inflation pressures. Since trailer tires are the most puncture-prone wheel positions (with stiff penalties imposed for under-inflated tires and flats by the new CSA rules), automatic tire inflation systems (ATIS) should be considered on all new highway trailers, even those that are “married” and/or return home daily. ATIS are now generally proven, reliable, deliver positive ROIs, and address an issue the industry has struggled with for many years. For power units, Tire pressure monitoring systems (TPMS) have evolved into a second generation. A number of brands now offer reliable visual and wireless communication options that can assist in maintaining target inflations while the industry awaits the ultimate solution of ATIS for steer and drive axles. Just as important is prompt repair of over-the-road punc-
12 October 2012 | Fleet Equipment
Inflated values, airing for returns BY ASA SHARP | CONTRIBUTING EDITOR
tures. This includes those being maintained by ATIS, to ensure that neither moisture nor excessive inflation enters the casing structure, which leads to separation and premature casing removal or higher return as received (RAR) rates, when a casing is rejected for retread. The sooner proper puncture repairs are made, the longer casing life will be extended. Importantly, repair technology, guidelines for technicians, and repair materials also have evolved. The Technology and Maintenance Council (TMC) recently updated many Recommended Practices (RPs), which should be referenced for updating your tire shop practices and
and aircraft tires, major manufacturers caution that highway truck applications may be hard-pressed to provide a payback or deliver any performance improvement. There are two primary reasons: first, we now have vastly improved truck tire original treadlife and casing durability; and second, basic air is already 79% nitrogen. Don’t overlook good shop practices. Every shop must have a calibrated master gauge to allow technicians to check their personal inflation measuring equipment. This is increasingly important to ensure that TPMS and ATIS units are correctly installed and calibrated. Hand gauges are notoriously vulner-
Proper maintenance is now more important than ever...
communicated to your off-site and road service providers. I suggest that you especially review new processes for tread shoulder area repairs and make certain that anyone repairing your casings is updated. With this background, the next important consideration is what to use as the inflation medium. The primary recommendation from all major radial truck tire manufacturers is clean, dry air from a source that delivers adequate volume at approximately 120 PSI. You may want to check with your tire supplier before signing up for a nitrogen program. Although nitrogen is widely used in race, earthmover
able to inaccuracies from dropping or similar non-visible abuse. Variations of 10 to15 PSI are not uncommon. Also, inflation air sources should be equipped with a primary dryer close to the compressor and a secondary dryer downstream, close to the inflation take-off point. Tire inflation lines must be separate from air sources used for tools, so that no oil or other lubricants enter the tire casing interior. Clean, dry air is the preferred inflation medium, and proper maintenance is now more important than ever with the high tire prices and potential long casing life of modern radials. /
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Training Techniques
Focus on the future BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS
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’ve said before that one of the best learning opportunities available can be found at a trade show. For fleet training managers, the challenge is as much about knowing what’s around the next bend as it is finding the right training solutions for your operation. Getting out of the shop and seeing what’s going on around you not only provides a new perspective—it also can give you some new ideas. I’ve never left an industry training event without one or two nuggets of information that make the trip worthwhile. You can find these nuggets if you know where to look. As it happens, I have a suggestion. Heavy Duty Aftermarket Week is scheduled for Jan. 21-24, 2013 at the Mirage in Las Vegas. This year, something new has been added to the show. It’s called SOLD—Service Opportunity and Learning Day—and was specifically created to provide focused information and education on industry trends, new technologies and more for anyone involved in heavy-duty service. SOLD is one more indication of the growing importance of the service end of the business. I’ve been invited to moderate a panel discussion titled “Service Readiness: The Shop of the Future” on Monday, Jan. 21. It’s a 90-minute session describing what the shop of the future will look like. If you want to learn about the next generation of trucks and trailers and get a heads-up on what you’ll need to know to service them, I encourage you to stop by. We’ll be looking at the types of repairs your fleet will likely be undertaking, along with the investment in tools, equipment, parts, materials, personnel, training and just about everything
14 October 2012 | Fleet Equipment
else you’ll need to meet the challenge. The panelists scheduled to share their thoughts, insight and advice are Charlie Gorman from the Tool & Equipment Institute, on developments on the diagnostic front; Dave Milne, president of the Automotive Training Managers Council, on innovative training technologies, and Darry Stuart of DWS Fleet Management Services, who will be covering CNG and LNG issues involving training, safety and service. I think you’ll find all of them both engaging and enlightening. There’s more, of course. Other sessions will cover topics on the Heavy Duty Aftermarket Service Outlook, recent advances in suspension technology and how to service these new systems, and a look at Key Performance Indicators (KPIs) and measurable management to help managers better understand their businesses’ performance. And that’s just the SOLD portion of the show. You’ll also find a revelation or two in the product expo and other events. In short, it’s a chance to see what’s coming to help better plan your training needs to keep your fleet operation ahead of the curve. Making these investments in time and travel is just as important for fleet training managers as it is for anyone tasked with making the right decisions to maximize increasingly scarce resources. Training is a contact sport, and in my humble opinion, it’s not just about your technical staff. If you make the trip, stop by the ASE booth and say “Hi!” I just may have a nugget or two of my own to share. /
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Timely Tips
Don’t judge a coolant by its color
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t wasn’t so long ago that engine coolant (antifreeze) was available in a standard inorganic acid technology (IAT) formulation that was blue-green in color and appropriate for all engine makes and models. However, in an effort to reduce maintenance and environmental
16 October 2012 | Fleet Equipment
disposal costs, as well as vehicle downtime, antifreeze manufacturers developed a variety of long life coolants (LLC) or extended life (ELC) coolants. These formulations include organic acid technology (OAT), hybrid organic acid technology (HOAT), nitrated or-
ganic acid technology (NOAT) and nitrite, amine, phosphate, silicate free (NAPS)—with change intervals starting at five years or 300,000 miles in comparison to the two-year/150,000-mile life of traditional IAT coolant. In addition, coolants are available in a variety of colors, including green, orange, red, pink, blue and colorless, which can cause confusion for both vehicle owners and professional service tech. Proper understanding of coolant types and adherence to vehicle manufacturers’ requirements are essential to ensuring that antifreeze effectively maintains engine temperature and helps protect the cooling system from rust and corrosion. Paul Bandoly, manager of technical services and customer training for Wix Filters, offers the following tips on how to effectively maintain cooling systems and ensure optimum vehicle performance: • Don’t judge a coolant by its color. Color does not indicate coolant type. In fact, incompatible coolants could appear to be the same color. • Ensure accurate coolant concentration. Coolant should be tested regularly to check its freeze protection capabilities. In order to effectively maintain engine temperature, coolant must be correctly diluted—usually in a 50/50 mixture with acceptable water. A mixture of more than 60% or less than 40% antifreeze is not recommended. Familiarity with different coolant chemistries and total cooling system capacities is essential in order to avoid over-dilution or over-saturation of the coolant in the mixture, which can lead to system over-heating, incorrect freeze protection levels and performance issues with other cooling system components. Techs can use coolant test strips and refractometers to determine the concentration ratio of coolant to water, and coolant analysis kits to submit fluid samples to laboratories, Bandoly added. For more information and helpful tips, visit www.wixfilters.com. /
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IT For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Making a difference I
Fuel use and purchasing management systems can help carriers keep rising costs in check
t was probably no surprise to anyone in the trucking business when the U.S. Department of Energy announced in mid-September the 10th consecutive weekly rise in the price of diesel fuel. The cost of trucking’s primary fuel, now above $4 per gallon for the first time in three months, had risen more than 48 cents per gallon in 10 weeks and was at its highest point since mid-April. For fleets, the need to manage fuel use and costs has never been more critical. At the same time, information management solutions have never before provided such an opportunity to address that challenge. One fuel cost issue facing many truckload carriers is the need for a method to accurately analyze fuel surcharges. At deBoer Transportation, which operates 450 tractors, this issue came to light when shippers began demanding that surcharges only cover the actual cost of fuel used when transporting a shipment. Additionally, each customer had its own understanding of what those costs would include, creating variable and inconsistent fuel surcharge schedules for the carrier to manage. “There was nothing consistent about the process,” related Roger Placzek, vice president of sales and pricing at deBoer. “For every customer, we were calculating fuel surcharges manually to make sure the charges covered only the cost of fuel. Without a tool for managing this accurately and consistently, the freight rate had to absorb more of the cost because the fuel surcharge didn’t cover the cost of fuel for a shipment. That could mean turning a profit into a loss.” deBoer, which has been utilizing the Truckload Cost Information System (TL/CIS) from Transportation Costing Group (TCG) since 2005, turned to TCG’s Fuel Surcharge and Fuel Cost Analysis reporting capabilities to resolve the issue. Today the carrier has in place a means of determining fuel costs for every load based on a number of factors, including total, loaded, empty and out of route mileage, the cost of fuel in specific markets, and special services.
18 October 2012 | Fleet Equipment
The TCG program enables deBoer to create unique fuel cost profiles for customers, and evaluate fuel surcharges in particular lanes. While deBoer’s customers now agree with the fuel surcharges because the carrier can provide a consistent and accurate analysis of those costs, the data also indicates if noncompensated miles are impacting the profit margin on each individual haul. Technology also can address the challenge of accurately auditing fuel used in vehicles. The Blue Tree Systems Fuel Auditor, from the provider of the R:COM Fleet Management Solution, has been successfully evaluated by TransAm in its 1,400-truck fleet, and is now available from the company. Fuel Auditor uses fuel usage data provided by R:COM to compare the amount of fuel used by each truck to the amount purchased. Fuel purchase data can be imported from electronic fuel cards, on-site pumps, or typed in manually from receipts. Any discrepancies, including an exact time window and location, are immediately highlighted. Fuel Auditor also constantly monitors fuel tank levels to detect fills and extractions, and has the ability to map the location of a fuel level change. Accurate fuel usage data also enables smart purchasing decisions. Solutions like IDSC ExpertFuel from TMW Systems, for example, combine optimization algorithms with routing technology and daily diesel fuel pricing to provide options to reduce fuel costs. Included are automatically sending fueling plans and routes to drivers and monitoring compliance, as well as leveraging buying power for better discounts from fuel providers. David Freymiller, president and CEO of Freymiller Inc., invested in IDSC ExpertFuel to help manage fuel expenses for approximately 300 trucks. Freymiller now reports very substantial savings on a regular basis from its use. “We thought we did a pretty good job managing fuel costs, but you don’t know until you the see the difference,” he says. “There is always room for improvement, and you can never be satisfied that you are doing enough in this business.” /
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IT Report
Information technology industry news BY CAROL BIRKLAND | EDITOR-IN-CHIEF
Poised to meet expanding IT needs R
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ecently, Trimble Navigation announced it had entered into an agreement to acquire 100% of the outstanding stock of TMW Systems, a move that not only broadens Trimble’s market capabilities, but also provides expanded industry and global opportunities for TMW Systems. Trimble applies technology geared toward managing field and mobile workers in businesses and government, with solutions focused on applications requiring position or location, such as: construction, agriculture, field service, fleet and asset management, public safety and mapping. In addition to utilizing positioning technologies like GPS, lasers and optics, Trimble solutions may include software content specific to the needs of the user. Wireless technologies
20 October 2012 | Fleet Equipment
are utilized to deliver the solution to the user and to ensure a tight coupling of the field and the back office. The fit between the two companies is centered on TMW’s transportation management software and asset maintenance solutions platforms, both serving as a central hub for transportation and maintenance operations for fleets. The company’s software capability spans the entire surface transportation lifecycle, delivering visibility, control and decision support for the intricate relationships and complex processes involved in the movement of freight. TMW’s solutions address every aspect of for-hire and not-for-hire, asset and non-asset based operations. Customers include for-hire fleets, brokers, 3PLs and private fleets, along with heavy-duty vehicle service
centers. The company’s enterprise software currently integrates with Trimble’s PeopleNet in-cab mobile communications solutions on many fleets; when combined, the technologies will jointly serve more than 3,000 fleets around the world. According to David Wangler, president and CEO of TMW Systems, “Many of the markets currently served by Trimble are markets that we have thought of entering. With the completion of the Trimble acquisition, we will have the right sales channels to do that. The acquisition gives us access to new channels in which to expand sales of our current and future technologies. Wangler went on to suggest that the unfolding convergence between private fleets, third-party logistics (3PLs), brokers and for-hire fleets echoes the company’s plans for enhanced 3PL transportation planning, including mode selection and multi-tier network optimization capabilities to meet customer needs. “We are seeing traditional non-asset based 3PLs adding fleets to serve key customers and for-hire assetbased carriers adding 3PL services to diversify their business. Both situations require transportation companies to deploy new technologies to optimally plan customers’ freight and manage their asset operations. We are working with for-hire and private fleets to be the one vendor that meets all of their logistics planning and operational needs,” Wangler said, noting that as fleets add logistics services and expand their modal capabilities, they will need help integrating those operations, which his company is ready to provide. “We will continue with our current strategy and operate as we have in the past and we will continue to meet the needs of our markets for integration with a broad range of mobile resource management (MRM) providers like Qualcomm and PeopleNet, our new sister company under Trimble ownership.” /
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Trailer TOPICS Tick Tock: Time running out for CARB compliance on trailer aerodynamics
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s New York’s famous Times Square Ball drops at midnight, a global audience of more than 1 billion will watch New Yorkers ring in the New Year. For truckers and fleets across the United States, Canada and Mexico, the New Year also will bring in healthy fines should they cross into California without SmartWay-verified aerodynamic devices, like side skirts or boat tail fairings, that improve fuel economy 4% to 5% on their 53-ft. or longer box and refrigerated trailers, and low rolling resistance tires that improve fuel efficiency even more. (SmartWay-verified tires cannot be used to help meet the 4% to 5% requirement, but will add an additional 3% improvement for both the tractor and trailer. SmartWay-verified tires won’t be required on 2010 and older box trailers until January 2017.) “The clock is ticking for compliance,” said Randy Rhondeau, air pollution specialist for California’s Air Resources Board (CARB). “Fleets and owner-operators who travel into California must have aerodynamic devices, unless they registered with CARB on a phase-in option (which provides an alternate compliance schedule). If you’re pulled over for non-compliance, the owner of the tractor/trailer can be cited $1,000 per day. The driver of the tractor/trailer is not off the hook either—that person can be fined $1,000 a day as well. Fines can increase to $10,000 per day for egregious, repeat offenders.”
22 October 2012 | Fleet Equipment
Rhondeau said ignorance is not bliss. “Information has been out there for quite some time, so if someone comes in and pleads ignorance, it’s not going to hold water. If we catch violators, they’re getting a citation.” According to Sean Graham, president of Freight Wing, makers of SmartWay-verified trailer side skirts and gap fairings, the CARB deadline has resulted in a dash for compliance. “We’re fielding a lot of calls asking about what’s needed; and we’re working with fleets and owner-operators getting them set up with skirts,” he said. “One thing we recommend to all those needing trailer side skirts is to do your homework. There are several on the market, but don’t just
the test of time. Durability is the number one issue—you don’t want to learn the hard way and repurchase side skirts again in a year. Freight Wing skirts, for example, are made of an industrial strength plastic that can bounce back to its original shape after an impact, plus a mounting system that lets them take side and frontal hits—such as going up or down a loading dock— without damage.” For fleets behind the eight ball and needing numerous trailers outfitted before the deadline, Graham said Freight Wing has put together mobile installation teams to help customers with fitments. “We’ve found that it’s a great service to fleets that don’t have the manpower to self in-
‘If you’re pulled over for non-compliance, the owner of the tractor/trailer can be cited $1,000 per day.’—Rhondeau. go out and purchase any model so you’ll be compliant. Research what is best for your operation. Graham said that all SmartWayverified skirts will allow you to pass through California, “but you really need to look at skirts that will pass
stall,” he said. “For the do-it-yourselfer, it takes four to five man hours for an installation. But, like with anything, the more you do it, the faster they can be mounted and our teams can efficiently help fleets with the process.”
Information at…
ARB website: www.arb.ca.gov ARB Truck Stop on the website: http://www.arb.ca.gov/msprog/truckstop/questions.php?page=diesel ARB Greenhouse Gas Tractor-Trailer Program: http://www.arb.ca.gov/cc/hdghg/hdghg.htm Diesel Program Hotline: 1-866-6Diesel (1-866-634-3735) or Email: 8666diesel@arb.ca.gov for any CARB diesel program-related questions.
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While the CARB mandate might seem to be heavy-handed government at work, Graham said in this case in particular, aerodynamic fairings on trailers have a very fast payback. “We’ve worked with many large fleets that have documented realworld fuel savings of up to 4% with our skirts,” he said. “In testing at sustained speeds, our SAE testing has shown up to a 7% improvement. If you do the math, our skirts can have a payback in as little as 35,000 miles of trailer utilization. It’s one of the fastest paybacks in the trucking industry.”
24 October 2012 | Fleet Equipment
According to Rhondeau, owners, drivers, fleet operators, Californiabased brokers, California-based shippers and motor carriers should be aware of all the rules. CARB will allow a one-time per fleet per year (one tractor) exemption into the state for a trucking company or owner-operator, but the request must be in to CARB via an email or written request and approved before entering California.
In addition, if registered with CARB, local haul 53-ft. trailers are exempt from the aerodynamic requirements of the rule, but they must not go beyond 100 mi. from their home base. Empty trailers also are exempt. Short haul tractors and the trailers they pull are exempt, but the tractor must be entered into CARB’s database and tractor mileage must be 50,000 mi. or lower per year, Rhondeau added. /
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IndustryNews Trucking operational costs continue to rise The American Transportation Research Institute (ATRI) recently released the findings of its 2012 update to “An Analysis of the Operational Costs of Trucking.” The research, which identifies trucking costs from 2008 to 2011 derived directly from fleet operations, provides carriers with an important high-level benchmarking tool and government agencies with real world data for future infrastructure improvement analyses. The average marginal cost per mile for 2011 was $1.71, the highest of the four years studied. After a sharp decline in fuel prices resulted in decreased industry costs between 2008 and 2009, industry costs have steadily risen through 2010 and 2011. Fuel and driver wages (excluding benefits) continued to be the largest costs for carriers, together constituting 62% of the average operating cost in 2011.
“Accurate, up-to-date operational costs are essential for our industry. Given the current economic climate, the more financial data carriers have to analyze, the more opportunities there are to improve operations,” commented Chad England, chief operating officer of C.R. England Inc. and a member of ATRI’s Research Advisory Committee. A copy of this report is available from ATRI at www.atri-online.org.
Trailer orders improve in August, but still lackluster Net orders for trailers improved in August, rising to 15,370 units. Applying August’s seasonal factor brought the order total to 18,200 units. This update on industry performance was reported in the latest “State of the Industry: U.S. Trailers” published by ACT Research Co. “Looked at through a seasonal lens,
August’s volume was the best since April,” said Frank Maly, director of CV Transportation with ACT Research. “While improved, annualizing August’s seasonally adjusted order volume generated a lackluster 219,000 annualized rate of order intake. Orders on a seasonal basis below the build trend is an indication of fleets’ unwillingness to expand investment when the outlook is particularly opaque. Orders typically occur below the rate of build in Q3. Combined with slower economic activity and rising uncertainty, orders are expected to remain soft into Q4.” ACT is a publisher of new and used commercial vehicle (CV) industry data, market analysis and forecasting services for the North American market, as well as the U.S. tractor-trailer market and the China CV market. For more information, visit www.actresearch.net.
Labelmaster releases expanded GHS reference tool Labelmaster, a manufacturer and distributor of regulatory compliance products, has released an expanded version of its GHS reference tool. The new 16-page GHS Product Guide features a complete line of training materials, labels, pictograms, mini pictograms, custom labels, printer, printer accessories, SDS binders and software to help customers meet the revised OSHA Hazard Communication Standard (HCS). To receive the guide, call 800-621-5808, fax 800-723-4327 or email sales@labelmaster.com. Rapid Response: 800-930-7204 ext. 43026
Brenntag North America expands DEF infrastructure Brenntag said it continues to expand its North American DEF infrastructure by installing bulk diesel exhaust fluid tanks at six additional facilities: Phoenix, Ariz., Los Angeles, Calif., Indianapolis, Ind., Portland, Ore., and Dallas and San Antonio, Texas. With the new locations, the company said it has added over 180,000 gallons of bulk DEF storage. These facilities feature high-speed rail off-loading stations, customer “fill & go” loading racks, and dedicated bulk DEF tank truck deliveries. 26 October 2012 | Fleet Equipment
IAA ShowNews Daimler positioned for global markets Daimler continues to invest in global production. Recently, at the Internationale Automobil-Ausstellung (IAA) truck show in Hannover, Germany, Andreas Renschler, member of the Board of Management of Daimler AG, said, “We invested heavily in new technology platforms. We prepared the launch of new brands in growth markets. We laid the foundation for new product generations. In short, everyone at Daimler has been working overtime to get our strategic projects on the road.” Renschler talked about the expanding global market and Daimler’s strategies within it. He noted that in North America, both van and truck demand is set for double-digit growth in 2012. “Our sales reflect that. August was our biggest month in terms of retail sales in over five years.” He went on to describe the company’s production and sales initiatives, including in Brazil, Russia, India, China, North and South America and Europe. “For years, we said it’s all about ‘Trucks for the World,’ and today, we’ve got tailor-made products on the shelf for our markets.” Renschler pointed out it took the company two decades to set up a global footprint, but that thanks to those efforts, production is more efficient and flexible than ever, with the building of common product platforms and modules.
Daimler debuts Active Brake Assist 3
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At the recent Internationale AutomobilAusstellung (IAA) truck show in Hannover, Germany, Daimler AG introduced the next evolution of its Active Brake Assist emergency braking systems for commercial vehicles. The Active Brake Assist emergency braking system in commercial vehicles is based on the radar system used in Telligent proximity control. It uses the proximity control system’s three radar antennae to detect moving obstacles in front of the vehicle, and continuously monitors the speed differential between the two vehicles. The first generation of the radar system had a range of 150 meters in the lane ahead of the vehicle. This radar technology allows the Active Brake Assist system to operate whatever the weather or lighting conditions, the company said. www.FleetEquipmentMag.com 27
IAA ShowNews Aerodynamic Truck & Trailer launched in Europe Daimler recently launched its “Aerodynamics Truck & Trailer” initiative. According to the truck maker, engineers researched the aerodynamics of current vehicle concepts and then developed two innovative—yet practical—solutions. Last year, the tractor/trailer combination was a spectacular design study; this year it is already a reality: with the new Mercedes-Benz Aerodynamics trailer, a long-haul tractor unit can save approximately 528 gal. of diesel annually, saving its operator nearly $3,858, according to the company. At the same time, the environment is spared more than 11,023 lbs. of CO2 emissions each year.
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If the system identifies an accident that cannot be averted if the situation on the road remains unchanged, the driver is first alerted visually by an illuminated red triangle and acoustically by a warning signal. This is followed by a gentle braking force. If the driver fails to react, the system initiates emergency braking. The third generation of the emergency braking system now automatically initiates emergency braking in response to stationary obstacles. This means that in addition to lessening the damage caused by head-on collisions, it can also prevent them entirely depending on the speed being driven—yet another milestone in truck safety development, the maker added. The systems will be available in the Mercedes-Benz Actros and Antos from the end of 2012. According to Georg Weiberg, head of truck product engineering for Daimler Trucks, “There is a telematics component to the system that sends messages back to the fleet manager, which means fleets have better fatigue management capabilities.” While this system will be made available to Mercedes-Benz commercial trucks in Europe later this year, the time frame for this technology to be available in Freightliner Class 8, Cascadia and Western Star longhaul trucks has yet to be determined, Weiberg added.
Dana launches line of reduced weight driveshafts and TPM Concept for line-haul tractors Dana Holding Corp. unveiled the Spicer Formed Aluminum Tube Driveshaft at IAA Commercial Vehicles 2012. Designed for SUVs, medium-sized pickups, and light commercial vehicles up to Class 6, the Spicer Formed Aluminum Tube Driveshaft offers manufacturers a single-piece assembly that delivers re28 October 2012 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 43029
IAA ShowNews duced weight and increased assembly clearance when compared to a traditional two-piece steel driveshaft. Available in the summer of 2013 as an option for Spicer Life Series driveshafts in North America, the Spicer Formed Aluminum Tube Driveshaft weighs up to 25% less than two-piece steel assem-
blies, and it reduces cab noise and vibration. “With more than a century of driveshaft innovations, Dana offers a complete range of
technologically-advanced products that provide industryleading efficiency, reliability and performance,” said Pat D’Eramo, president of commercial vehicle drivetrain
technologies at Dana. “The Spicer Formed Aluminum Tube Driveshaft is the latest innovation from Dana to deliver the premium benefits demanded by buyers of light commercial vehicles.” In addition, Dana introduced tire pressure management technology optimized for line-haul tractors, the first internal axle system of its kind for powered commercial vehicles. Currently undergoing initial road testing on commercial tractors, these concepts have been engineered to automatically maintain proper inflation for drive and steer axles, significantly increasing vehicle fuel efficiency and reducing maintenance, the company said. Dana’s tire pressure management technology for line-haul vehicles automatically initiates periodic system and pressure checks while driving, eliminating the time drivers would otherwise spend checking tire pressure at stops. As needed, it inflates tires to the optimum pressure and can equalize pressure in all tractor tires, minimizing tire dragging and premature wear. A closed design isolates the tires, preventing a hose failure or tire puncture from affecting the other tires, Dana added.
Daimler powertrain strategy
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According to Stefan E. Buchner, head of global powertrain, procurement and manufacturing engineering, trucks, Daimler engines, transmissions and axles are the driving force behind the company’s successful strategy. He says the Daimler powertrain offers the perfect combination,
noting the company has set up a new global powertrain business, which is cross functional, combining purchasing and pro30 October 2012 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 43031
IAA ShowNews
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duction strategies to meet the company’s objective to produce a global platform, which provides an integrated powertrain for all of the markets it serves. Buchner went on to say that for the upcoming U.S. Greenhouse Gas 2014 (GHG14) emissions initiative, the integrated powertrain option offered by Daimler Trucks North America would help vehicles meet the standards. “We are convinced that our integrated powertrain
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will help achieve the emission goals because as an OEM, we can integrate the engine, transmission and axle with our proprietary software data for optimum results.” Buchner added that the estimated goal for Daimler component sales in the U.S. is 85% for engine, 60% for front axle, 40% for rear axle and long-range goal of 15% for transmissions.
Thermo King unveils new reefer solutions Thermo King said it has extended its T-
Series platform of self-powered truck temperature control systems by adding the T500R single-temperature nose-mount refrigeration unit. A mini-sized unit that delivers maximum performance, the T500R meets industry needs for a lighterweight unit with greater fuel efficiency, increased capacity, a lower lifecycle cost and greater sustainability in truck boxes less than 18 ft. long. According to the company, it consumes up to 12% less fuel, while significantly lowering carbon dioxide (CO2) emissions, and provides a 27% increase in operating efficiency at fresh Agreement for Perishable Transport (ATP) conditions. In addition, Thermo King has showcased upcoming developments on its CryoTech transport refrigeration system with a next-generation concept unit. The concept unit expands on the available range of proven solutions and patented cooling technology by further increasing efficiency, lowering maintenance costs and reducing environmental impact. The company added the concept unit also will offer precise temperature control and telematics integration capabilities, providing maximum load protection and customer peace of mind. According to Thermo King, the CryoTech unit will feature the new Thermo King SR-3 controller, which provides extremely fine single and multi-temperature control of up to three zones, improving temperature control up to 50% over existing CryoTech systems. The unit will also feature the proven, easy-touse interface and displays already available on the SLXe and T-Series ranges. The company currently offers the CryoTech CT-10, CT-10 Spectrum and CT-15 Spectrum systems for single and multi-temperature truck and trailer applications. Because they are powerful, reliable and exceptionally quiet, CryoTech systems are ideal for urban distribution, the maker said. Thermo King also has introduced the new V-Series Spectrum solutions, which the company said increase distribution efficiency and flexibility by allowing highly efficient, multi-temperature transport. The V-200 Max Spectrum unit and the V-300 Max Spectrum represent the latest additions to the Thermo King vehicle-powered V-Series range, the company added. /
Rapid Response: 800-930-7204 ext. 43033
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BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Stemco wheel end products
Hubs & wheel “T Choose the options that increase reliability and reduce downtime
he latest hub and wheel end technologies for steer, drive and trailer axles offer fleets complexity reductions, maintainability increases, and overall total cost of ownership savings,” says Steve Slesinski, director of global product planning for Dana. “Fleets should look to industry-proven systems to increase reliability and reduce downtime.” Leslie Kern, product development manager, heavy duty, at SKF USA Inc., which also markets CR wheel seal products, describes the three main types of wheel ends available today. Included are Unitized, a non-serviceable, greased design; PreSet, a serviceable unit with pre-adjusted bearings; and manually-adjusted bearing hub assemblies. “Fleets should consider the cost of ownership versus cost of operation when making hub choices,” Kern says. “The cost per wheel end may be higher for Unitized or PreSet configurations, but Unitized hubs only require regular inspection, as all types of hubs do. Fleets can expect extended service life with a factory assembled and sealed hub assembly. “The least expensive hub type in terms of acquisition cost is a manually adjusted hub,” Kern continues. “This may be a good choice based on the length of time the vehicle will be owned, but the cost of operation can go up due to shorter service intervals. In addition, a wheel end that has been serviced adds more variables into life expectancy because variances in end play can shorten optimum wheel end life.”
Exceptionally easy PreSet hub assemblies typically provide good service life and can usually be refurbished to OEM condition. “The old design, used in the commercial vehicle market prior to 2000 with inner and outer bearings with oil bath seals, has largely been
34 October 2012 | Fleet Equipment
Alignment Solutions Bee Line Co. LC7500 Laser Guided Computer Wheel Alignment System The all-new LC7500 computer alignment system incorporates a 32-in. HD TV monitor. The system’s software screens have been redesigned to maximize font size for ease of viewing and drop-down menus make it easier to navigate. Fewer moving parts in the laser assembly eliminate loss of accuracy and the need for repair. The system also features target board sensors and processors that operate at 88MHZ vs. 4.5 MHz in past systems, along with a hardware driven design that allows for quick calculations and precise laser positioning. The unit’s Laser Line Generator has 200 sensors per inch. www.beeline-co.com
Greg Smith Equipment Atlas Edge 801 BlueTooth Heavy Duty Truck Alignment System
ends
Customized for all truck axle configurations, the Atlas 801 truck alignment system features BlueTooth wireless data transmission and the FastClamp system that fastens to the wheel by gripping the tire. Only four color-coded buttons operate the Atlas 801, and each sensor head has the four-button control panel so the system can be operated from the closest sensor. To update software and diagnose issues, the Internet-based TeamViewer allows an alignment system service technician to take control of the Atlas 801 and correct issues remotely. www.gregsmithequipment.com
Hunter WinAlign HD Hunter’s heavy-duty alignment system incorporates WinAlign HD alignment software to deliver procedures and instructions to technicians on over 60 heavy-duty axle configurations. The software also includes an extensive database of specifications supplied by heavy-duty vehicle manufacturers. WinAlign HD automatically calculates and displays all alignment measurements in a color-coded format to show angles that are out of specification. New DSP506T heavy-duty wheel sensors from Hunter provide instantaneous data transfer with the alignment system. Optional cordless models use XFRadio technology to provide high-speed communication without cables connecting the sensors to the console. The optional ShopResults.net Internet-based feature of the Hunter system communicates alignment results to fleet managers, stores alignment records, and produces management reports. ShopResults.net works off a secure web server. www.hunter.com Dana hub www.FleetEquipmentMag.com 35
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replaced by PreSet hub assemblies,” says Ron Carroll, product manager of wheel end and driveline vehicle component solutions at Federal Mogul, provider of National wheel end products. “These hubs come from the manufacturer with ‘preset’ preload and end play, which makes installation exceptionally easy. “The most popular use of these hubs is on drive and steer axles for Class 6, 7 and 8 trucks,” Carroll explains further. “The precision and tight tolerances of these assemblies significantly increase bearing and seal life, and the bearings within these hubs are replaceable.” Recently, ConMet rolled out its PreSet Plus hub, which incorporates an ConMet Pre-set Plus hub
36 October 2012 | Fleet Equipment
Alignment Solutions
Myers Tires Truck & Trailer Alignment Aids The Truck Toe Alignment Check Set is a scribe-type toe gauge for trucks and other large vehicles. The one-person pointer and scribe is designed to read toe by measuring the distance between marks previously scribed at the approximate center of the tire treads. The pointers are adjustable to hub height for greater accuracy. The Truck Front Slip Plate Set for use with the scribe-type toe gauge has steel slip plates that allow unrestricted movement of the front wheels. The Tandem Axle Spacing Caliper checks the space between the axles of tractors or trailers, ensuring correct alignment and tracking. Myers also offers a Trailer Alignment Measuring System using kingpin and universal axle extensions to provide a fast, accurate method of checking trailer axle alignment without removing the wheels. Axle extensions extend the axles beyond the wheel rim and tire so measurements can be made from the king pin center. www.myerstiresupply.com
Rapid Response: 800-930-7204 ext. 43036
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integrated spindle nut to simplify installation and aid in removal of the assembly if service is required. “PreSet Plus provides OEMs with a product that is even easier to install and makes it a whole lot easier for technicians to service,” explains Mark Wagner, vice president of wheel ends for ConMet. “While PreSet took the task of bearing adjustment out of the hands of the technician, PreSet Plus provides a self-piloting assembly that only requires the integrated nut to be torqued and a retaining snap ring to be engaged.” OEM and aftermarket long life wheel end packages utilizing premium components are becoming the norm in the trucking industry, says Charles “Chip” Stuhr, director of marketing at Stemco. “More than 80% of trailer manufacturers we work with use these wheel end systems. We also are now seeing more integrated solutions that include brake linings and drums as part of these long life packages.” Webb Wheel Tom Hewer, vice president of development engineering at Webb Wheel Products, points out that when fleets specify wheel
38 October 2012 | Fleet Equipment
ends, including brake drums, they also should consider new stopping distance regulations. “To meet the new standards with drum brakes, which is still the choice of many fleets, there has been some increases in brake size,” he says. “Fleets need to be sure they are spec’ing these wheel end systems correctly, especially for replacement parts. For example, larger brakes require different drums.” Most fleets are trying to simplify wheel end specs, notes Mark Stangl, manager of the product management team, commercial vehicles aftermarket at Timken Co. “From a fleet manager’s perspective,” he says, “a common wheel end design using standard equipment for drive and steer axles makes sense for maintenance and for meeting parts needs.”
Service procedures In service, notes Dan Humphrey, regional manager, commercial vehicle aftermarket at Timken, a challenge technicians face is identification of the style or type of wheel end they’re servicing. Fleet managers, he adds, should work with suppliers to ensure that proper training on identification and service pro-
Rapid Response: 800-930-7204 ext. 43039
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cedures takes place. The availability of replacement parts is an important consideration, as well. The most common failure mode for most bearings is a lack of or improper lubrication, says Scott Jenkinson, engineering manager, hydraulic brakes and wheel ends at Meritor. “The oil seal keeps the correct amount of lubrication in and harmful contaminants out,” he says. “Regularly checking and replacing the oil seal is critical to a successful preventive maintenance program.“ Jenkinson goes on to explain that a leading cause of premature wheel seal failure is damage to the seal during installation. Common errors include not lubricating the seal properly during installation; not fitting the seal in the hub squarely; not torquing the bearings up correctly, or using an incorrect lubricant for the application.
For More Information: ConMet—www.conmet.com Dana—www.dana.com Federal Mogul—www.federalmogul.com Meritor—www.meritor.com SKF—www.skf.com Stemco—www.stemco.com Timken—www.timken.com Webb—www.webbwheel.com
electing the best wheel end systems based on manufacturer’s recommendations and past experience is the first step toward ensuring long component life. Following up with a comprehensive and effective maintenance program for wheels ends further ensures trouble free operation and lower operating costs. /
Tips on torque wrench care
Rapid Response: 800-930-7204 ext. 43040
The tool experts at Snap-on suggest the following torque wrench use and care tips: • Safety glasses or goggles should be worn at all times. •Always follow the manufacturer’s directions regarding torque direction, proper force, torque pattern/sequence, use or non-use of lubrication on fasteners and torque tighten/release cycles. • Do not exceed the recommended working range of the torque wrench. Reliable measurements are based on a percentage of the working range. • Do not use accessories or handle extensions unless specifically allowed by the torque wrench manufacturer. • Take time to inspect the tool and check for worn or cracked sockets. Properly lubricate and replace worn parts. • Avoid dropping or sliding a torque wrench. • Always store a torque wrench in a protective case and/or location. • Avoid exposure to temperature extremes, high humidity, fluid immer-
40 October 2012 | Fleet Equipment
sion and corrosive environments. • Always store click-type wrenches at the lowest level on the scale. • Avoid marking, etching or placing labels on torque wrenches. • Use a torque wrench to apply a specific torque value during the final assembly process. Do not use a torque wrench as the primary means of tightening or loosening fasteners. • As most torque wrenches are length specific, always grasp the torque wrench in the center of the handle. If two hands need to be used, place one hand on top of the other. • Apply torque in a slow, methodical manner and avoid sudden, “jerking” movements. • When the wrench signals (by clicking, beeping or lights) that a specific torque has been reached, stop pulling immediately. After 5,000 cycles or up to one year of use, whichever comes first, have torque wrenches inspected and recalibrated by the manufacturer or a reputable calibration service.
Rapid Response: 800-930-7204 ext. 43041
Equipment Technology BY CAROL BIRKLAND | EDITOR-IN-CHIEF
The right specs pay When buying new equipment, the best strategy is to plan for resale
42 October 2012 | Fleet Equipment
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ccording to Dale Tower, vice president of remarketing for AmeriQuest Transportation Services, “The used trucks market continues to flourish, based in large part on the uncertainty in the transportation industry about new engines and the cost of maintaining them. Prices to buy and sell vehicles are near record levels.” As the demand for late-model, lowmileage used tractors and trucks skyrockets, sales of these vehicles are up more than 50% from levels just one year ago. Back then, freight tonnage was dropping, prices were low, and used trucks were more plentiful. Today, with a shrinking supply, the average retail price for a
used truck recently rose to about $40,000, according to ACT Research Co., a publisher of commercial vehicles data. Tower goes on to say that the most important feature starts with the engine. “There has been great turmoil in the world of truck engines with one EPA reengineering after another,” he says. “On top of that, a major engine manufacturer recently backed out of the U.S. market. Some new engine manufacturers from a few years ago did not fare well. Some recent entries into the truck engine world have received poor marks, and a couple others are still relatively unknown in regards to their service life reliability. This makes truck service professionals uneasy. Further, used buyers don’t like unknowns. My recommendation for the greatest value when it comes time to remarket these trucks is to go with a known commodity, the engine manufacturers that have served our market the longest and have had the greatest reliability in service and in their used values.” There are other key component decisions. Automatic transmissions are almost at even value with manual transmissions when it comes time for resell for day cabs, but still a detriment in
resale dividends sleepers. In either case, you will not recover your additional investment for this option. There are very good reasons to spec sleepers with automatic transmissions, from fuel economy to driver training. Make sure your value is collected in your usable life on that equipment, Tower notes. “Fuel economy issues are here to stay,” he states. “So wind-deflecting fairings and such are a good investment for additional resale value. Aluminum wheels certainly add to the cosmetic presentation of the truck, plus their lower weight provides a fuel economy benefit. Wide-based single tires are still in a jury-is-out status. In general, it is less desirable than duals at resale but I believe that will change as the market becomes more familiar with them. There is some proven fuel economy benefits with these wide-based tires.” Premium interior packages are expensive and do provide drivers with added pride in their trucks—mostly when it comes to sleepers. In good times, you can obtain a good return for this at resale, but in down markets it is a cost-only conversation, meaning that additional investment is at risk, Tower adds.
Spec’ing for resale We asked truck OEMs to weigh in on how fleets can best specify vehicles to optimize their return on investment at the time of resale. While the first owner specs the truck to meet the specific needs of his fleet, this often leads to the question of how the truck will be used in its second life—which typically is unknown. Therefore, the specs the secondary market values at a premium are those that make the unit attractive to a variety of applications. According to TJ Reed, director of product marketing for Freightliner Trucks, “When developing specs, the customer has to weigh the costs and benefits of tuning specs to be more specialized for their individual application versus a more general set of specifications that will be more appealing for the secondary market. For example, for customers that run dedicated lanes in the same geographical region, climate and load configurations, the playbook is a bit more open for them to consider technologies such as 6x2 axle configurations, wide-based tires, and direct drive transmissions to name a few. These technologies provide a proven benefit in weight and fuel savings, and
if applied to the proper operating conditions can provide an operational advantage to the fleet that would offset any secondary market impacts. “Trade cycles certainly provide another variable into the equation and longer cycles provide for a longer time to realize payback of what I would call non-standard specs,” Reed adds. “On the flip side, if your operating lanes are coast-to-coast and border-to-border, fleets need to spec for pulling the Rockies along with flat terrain, which may mitigate some specialized components and as a result, a set of more general specifications such as 15 liter displacement, 13- or 18-speed overdrive transmissions, and 6x4 axle configurations would provide the best application coverage—and as a result, be more attractive in the secondary market.” With regard to driver comfort and productivity, the industry has done a nice job of including options such as power windows, tilt and telescoping steering wheels, air conditioning and premium infotainment systems into the standard models. For example, in the Freightliner Cascadia, the customer is not even able to spec hand-cranked windows, fixed steering columns, or air
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Equipment Technology
conditioning deduct. Including these product delighters into the standard specifications ensures that no matter where the truck spent its first life, it will be well-equipped for the second. Reed notes that components like wide-based single tires are better suited for the fleet that holds onto its trucks for longer trade cycles, while traditional duals may have more appeal to a sec-
interior is very popular, as are well spec’d engines (higher ratings) and 13+ speed transmissions. Convertible transmissions also can be of benefit. Keeping the truck as flexible as possible in terms of what it could be used for is also a positive step.” Wagner talks about how his company’s dealers work with customers to determine the best options for their new truck purchases to ensure a good resale price. “Really it’s about experience in the marketplace, understanding the trends and evolving needs of the customers in the used truck market, and
Air suspensions add value for resale ccording to Dave Vanette, manager of new business development for Gireston Industrial Products Co., air suspensions are the best features to specify on tractors and trailers to make them the most profitable for resale. “An air suspension system can be one of the most beneficial and profitable features to specify on tractors and trailers. Today, most on-highway Class 8 trucks come standard with a primary suspension and cab air suspension, as well as an air-suspended seat. It is widely recognized in North America and Europe that this enhances driver comfort, leading to increased driver retention. Also, it extends the life of a vehicle by reducing the impact and vibration. “ He goes on to say that owners and operators can take it one step further by specifying a front-air suspension, which typically warrants better payout at trade-in time. This same reasoning also applies to air suspension in trailers. Not only do owners get better life out of the equipment, but the trailer is more versatile for any new application going forward, which helps increase its resale value at trade-in time. A trailer air suspension is typically spec’d for hauling delicate or very expensive equipment. Today, an air suspension also can be spec’d for severe-duty applications. Previously, a leaf or rubber-sprung suspension would typically have been specified for this type of vocational application, Vanette adds. /
ond buyer and are a better investment for those fleets with a shorter trade cycle. “If you wanted to optimize the future resale value of a Freightliner Cascadia, we would recommend you spec the following: CA125 72 RR/XT, EVO Aero Package with DD15AT, 500 HP or greater, 13-speed OD manual transmission, Air slide 5th wheel, 10 aluminum wheels and Parksmart,” Reed adds. Jim Wagner, Peterbilt general sales manager–south, states, “We find that premium specifications in terms of interior and powertrain are appealing to second owners. Our premium Platinum 44 October 2012 | Fleet Equipment
knowing what they like when they go looking for a nice pre-owned Peterbilt. Our dealers can certainly help steer our customers in the direction that they know would help them sell the truck if and when it came back to their lots for another potential sale.” Jerry Warmkessel, Mack highway marketing manager, contends that, “Fleets need trucks that will attract and retain drivers. I believe the Mack mDrive automated manual transmission, as well as air disc brakes, maximize residual value more than any other features. The mDrive allows the driver to keep both
hands on the wheel, both eyes on the road and their mind focused on traffic, so it’s a much safer vehicle to drive. The air disc brakes offer shorter stopping distances, which contribute to ease of operation for the driver.” When it comes to the appeal of specifying trucks that can be converted to day cabs, Warmkessel says, “Several Mack dealers have told us that the ability to offer this feature is critical to their business.” Erik Johnson, Kenworth’s on-highway marketing manager, agrees. He notes that large sleepers and upgraded interior features/trim are appealing to drivers, adding that other features, such as full fairings, sliding fifth wheel, and 13or 18-speed transmissions, make vehicles more desirable to second owners. However, when it comes to the day cab conversions, he says these used to be a big selling feature, but with the new emissions, there are fewer and fewer customers looking to this as a means for the second life of a sleeper truck. As a higher percentage of the truck population has engines that meet the 2010 emission standards, the number of day cab conversions will be dropping off. The secondary retail market prefers big bore engines in big sleepers, Reed contends. When it comes to engine displacement, the saying in used trucks is, “There is no replacement for displacement.”Last year, more than 80% of the Cascadia 125 sleepers were sold with Detroit DD15 or ISX 15L power. Not only do the majority of new truck fleets demand 15L engines, but the used market does, as well. Reed notes that the practice of converting sleepers to day cabs will probably go away when more of the 2010 emission compliant engines are available for resale. This is due to the fact that the onboard aftertreatment equipment will make the conversion impossible. Guy Lemieux, marketing segment manager, Western Star, notes, “When specifying trucks to protect the residual value, fleets should choose a truck brand with a good reputation as the number one factor in resale value. Customers will seek a brand known for both its performance and long-term reliability first, before taking any further
steps in the purchase process. In addition, a truck’s performance and wide market appeal strongly factor into its resale value. He goes on to point out that all Western Star trucks can be equipped with Detroit engines that feature higher horsepower ratings—or the ability to reprogram to higher ratings—up to 600 HP and 2,050 ft.-lb. Trucks equipped
with 13- and 18-speed transmissions versus a 10-speed also are more appealing to the secondary market. Independent operators traditionally prefer 18-speeds for a smoother driving operation. Also, transmission and clutches should be spec’d to handle the maximum rating of the engine family so it can be up-rated without maintenance or cost concerns. To further protect a truck’s resale value and prevent future maintenance problems, trucks spec’d with common suspension and axle ratings more widely accepted in a variety of applications are more attractive to buyers. Some fleets are still finding value in converting four- to five-year-old sleeper trucks into day cabs for regional operation. After the conversion, these fleets will keep the truck in operation for several more years. While sleeper-to-day cab conversion ultimately improves the truck’s resale value, it can come with some negative tradeoffs. As sleepers become more integrated to the cab than in the past and the availability of factory conversion kits is limited, companies may find it hard to swallow the cost of the aftermarket conversion. Removing a sleeper also means the fifth wheel location and wheelbase are not
Buying trailers with resale in mind When it comes to specifying trailers for resale, the trailer experts at Great Dane say fleets should look for components that ensure the service life of the trailer. As an example, Great Dane’s Champion dry freight vans, which combine unique design and proven materials for new levels of strength and corrosion resistance to the rear frames, are a prime example of top quality features that provide the durability fleets need. In addition, the Champion dry freight vans are equipped with an EnduroGuard rear frame, now standard with both swing and roll-up rear doors, which utilize galvaneal and stainless steel components, boosting quality and durability to an even higher level. These fully-built rear frames on Champion dry freight vans are coated with an epoxy primer and a urethane topcoat to provide a smooth appearance through out the years of service so they are still appealing to the second buyer. “Fleets look at the total cost of ownership when buying trailers,” says Dave Gilliland, vice president of branch sales for Great Dane. “Name brand, properly spec’d trailers with good maintenance records will obtain higher values in the used market. The age of the trailer in the used market will have an impact, particularly if they are considered ‘late model.’” Great Dane says it has long paid attention to detailed design elements of its trailers to boost durability, which in turn adds to longevity/higher resale value. Those elements include high quality flooring, proper insulation, strong interior linings, durable bottom and top rails, good lighting systems and top quality landing gear. In addition, the trailer maker offers CorroGuard with Technology by GatorHyde, which is designed to fight corrosion. This polyurea elastomeric coating was developed specifically for trailer underbody protection from rock and stone impingement and chemical resistance to current de-icing chemicals. This impact-resistant barrier is designed to withstand de-icing chemicals, as well as road debris, climate fluctuations, and ice and snow.
Well-maintained trailers sell well Jeff Weber, vice president of sales and marketing at Ervin Equipment, a Wabash National Trailer dealer, says when it comes to specifying trailers for resale, “It comes down to maintenance. Trucking companies track maintenance on their trucks and trailers. When they start to see that maintenance costs are climbing, they start looking to trade, upgrade or buy new. They know that there is less maintenance or less expense in a newer trailer. “ He goes on to say that most companies have the ability to track from day one all factors of maintenance, including parts, labor, downtime and loss of revenue. When they do decide to move that equipment and sell it, the residual value comes into play at that point. Some of the key points for second buyers of trailers include having to update, replace or fix the interior lining of the sheet and post type trailer, states Weber. He points out that with a Wabash DuraPlate trailer, very little maintenance is involved in getting that trailer up to trade value. “It would be standard moving components: tires, brakes, etc. that require the most investment,” he says. “We also see the doors of these van trailers replaced on an ongoing basis,” Weber notes. “Up until Wabash came out with a composite door, the replacement of doors was a highly expensed component to a trailer. They were made of plywood and they would get wet, rot and would have to be replaced every 7-10 years. Wabash introduced the DuraPlate (composite) door and that has eliminated the need to replace the door for basically the lifetime of the trailer.” Trailers can be adapted for second owners in several ways. At Ervin, Weber says, “We’ll change the door configuration from a swing door to a roll-up door. We might change the logistics—the cargo containment system—of it. We see a lot of that get changed or added in a trailer.” /
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Equipment Technology
optimum for trailer gaps. All of these things should be considered during the initial spec review with your dealer. Trucks spec’d with removable roof and side fairings better match the secondary customer’s application, making the truck appealing to a wider
customer base. Peterbilt’s Wagner adds that resale value really is the perceived life left in the truck at the same of sale, either to the dealer on a trade or to the second owner. “Our detachable sleeper system allows the flexibility and the possibility of using the truck for far longer throughout its useful life. So, as durable as Peterbilts are, that second, third or even fourth life can all benefit from the flexibility that attribute provides.”
Best paint finishes garner top dollar Tips on preparing a commercial vehicle for resale
W
hen preparing a vehicle for resale, most customers are interested in quickly providing a nice finish while managing their costs, according to Jenifer Wirth, PPG brand manager, Commercial Segments. “They want it to look its best without breaking the bank.” Paying attention to surface prep and choosing the right coating system can help achieve the desired end result. Clearly, to get the best end appearance, performing the necessary preparation up front is important. Otherwise, applying a glossy topcoat will only amplify the defects below. Important prep work would include sanding the unit for as uniform a surface as possible, any necessary body repair work, and applying a protective primer over any bare metal or body fillers. “When choosing a topcoat for resale, efficiency and value are generally key drivers,” Wirth notes. “Often a ‘value-type’ single-stage product is used, although some colors may require a basecoat/clearcoat system. We would recommend PPG’s Delfleet Essential brand, which is ideal for rebranding, refurbishment or resale opportunities. The Delfleet Essential system is easy to use, productive and provides a like-new appearance at a cost that is significantly less than premium brands. Additionally, it offers both single-stage and basecoat options to cover whatever type of job is needed.”
Web assistance To help fleet managers find the right finish for vehicles, Sherwin-Williams Automotive Finishes has launched a new, informative website (http://genesis.sherwin-automotive.com) to assist fleet refinishers find information, specification or application and training guidelines about the latest in coatings and finishes. Joseph Krebs, director of marketing, commercial segments for Sherwin-Williams Automotive Finishes, notes, “This new site is easy to use and allows users to see firsthand how our Genesis primers and topcoats offer outstanding performance and appearance. These products deliver productivity and profitability and are a complete solution for their fleet and manufacturing needs. “In addition, the new site provides more extensive application, color and training data for our audience. This includes providing information and regulatory documents that are easily available,” he added. /
46 October 2012 | Fleet Equipment
Johnson adds that Kenworth dealers work very close with customers to determine what is right for their business and application. “The fact is, not everyone is looking towards the second life,” he says. “There are plenty of Kenworth customers who buy our trucks and run them for over a million miles. There are others whose trade cycle is 300,000 miles, and these types of customers are much more concerned about resale into the second life. It all depends on the customer and that relationship with their Kenworth dealer.” Frank Bio, Volvo Trucks product manager—trucks, says, “Volvo equips its dealers with information when they are spec’ing trucks for a first owner, so they always have residual value in mind. A truck’s second owner often has very different interests and values than the first owner. Engine upgradability is one of the most important features for maintaining resale value because higher horsepower remains one of the features used truck buyers want the most. Balancing power and fuel efficiency is important for both new and used truck markets.” One example from Volvo Trucks, Bio says, is the Volvo D13 engine and Volvo I-Shift transmission. “This powertrain combination can be upgraded to as much as 500 HP and 1,750 ft.-lbs. of torque, providing power without sacrificing fuel efficiency. The I-Shift automated manual transmission has demonstrated increased value on resale for our customers.” Along with horsepower, chrome and polish, aerodynamic devices like full chassis fairings, interior features like Volvo’s driver workstation and adjustable air slide fifth wheel all help vehicles “pop” on the resale line. As concerns about emissions regulations mount, especially in port cities, demonstrating that a truck runs clean is really important for a truck to hold its value. Bio continues, “Volvo Trucks is in constant communication with dealers, who have very strong customer relationships. Dealers want their customers to be successful and to come back when they are ready to discuss a trade. Through initiatives like our premium dealer program, we provide ongoing support and regular communication so that dealers are equipped with informa-
tion about what really affects resale value. We also make it a priority to work closely with our sales force to provide quotes guaranteeing residual value. At Volvo, we strive for seamless, responsive communication between us and our dealers so customers get the support they need in every phase of ownership.” When it comes to dealers working with customers to determine the best options to ensure a good resale price, Mack’s Warmkessel says, “Our dealers advise customers about the most popular options in their geographic area based on the majority of vocations in their area. This may differ widely from the original purchaser.” He adds that purchasers of new trucks never really know what the truck actually costs them per mile to operate until they sell or trade in the asset. The residual value plays a big part in that calculation. “Traditionally, Mack truck models have retained some of the highest trade-in values in the industry,” Warmkessel says. Western Star’s Lemieux adds that another plus is a truck’s ability for personalization and customization, such as chrome accents, visors, large bumpers, plush leather seating—anything that allows the secondary owner to make the truck stand out from the crowd improves its resale value and makes it an attractive option for drivers. As companies face driver shortages, trucks with “bells and whistles” help attract new drivers. Tasteful color choices, a roomy interior and storage space also are extremely important in a truck’s overall ap-
peal. Trucks that withstand the test of time also maintain a higher resale value.
Spec’ing engines Lou Wenzler, technical sales support director for Cummins Engine Co., says when determining factors for spec’ing engines that are best for resale, “A key is the ability to uprate, or recalibrate to a higher horsepower. For example, a Cummins ISX15 425 can be uprated to a 450 HP rating while an ISX15 485 can be uprated to a 500 HP rating via a recalibration (or ECM reflash).” Cost of ownership is another thing to keep in mind when specifying engines with an eye toward future resale value. The engine’s reputation for fuel economy, cost to maintain and rebuild when the time comes, and the availability of used truck engine warranty also factor in to used truck buying decisions. Wenzler goes on to say, “When speci-
fying engines, it is important to specify transmissions and other drivetrain components to match the highest horsepower and torque rating available for uprate. Revisiting the Cummins ISX15 425 HP example, the 425 rating offers 1,550 ft.-lb. of torque and can be upgraded to 450 HP with 1,650 ft.-lb., provided the transmission has capability for 1,650 ft.-lb.” Proper spec’ing of the entire vehicle, engine and powertrain package for a particular application or duty cycle (e.g. linehaul/interstate operation vs. regional operation) is a key to success for not just the first owner, but also the second (and subsequent) owners. And, factors like an engine’s reputation for reliability and durability, as well as the strength of the manufacturer’s customer support network, also may influence a used truck purchase decision, Wenzler notes. Kenworth’s Johnson adds that when specifying engine for resale, power ratings are an important consideration. “The engine needs to be spec’d adequately for potential second life buyers. Make sure the potential buyer is able to upgrade the engine to a higher power rating through software alone, or whether it would require expensive hardware changes. These are a couple of the determining factors,” he adds. Johnson goes on to say “During the spec’ing process, Kenworth dealers work very closely with our customers to spec the entire powertrain. You cannot spec items in a vacuum. Usually, the biggest factor is torque as the clutch, transmission and axles all have specified torque ratings. Beyond that, cuswww.FleetEquipmentMag.com 47
Equipment Technology
tomers are looking for the engine-transmission-axle-wheel combination that will provide the performance (either fuel economy, pulling power or both). It is very important to look at the powertrain as a whole when spec’ing any of the components.” David McKenna, Mack director of
48 October 2012 | Fleet Equipment
powertrain sales and marketing, says, “Smart fleet executives who specify engines for fuel economy for their initial use look for horsepower and torque upgradability in the aftermarket. The vast majority of 80,000-lb. GCW interstate operations require about 400 HP, plus or minus 25 HP. There is a great deal of value in being able to upgrade to greater than 450 HP for resale purposes. This may not be required for resale, but does provide an option for the seller and/or
the secondary buyer.” McKenna suggests that fleet managers take into consideration the importance of matching engines to other drivetrain components. He cautions, “Make 100% sure that the entire drivetrain and cooling systems are capable of handling the additional power and torque with the capacity to adequately cool the additional rejected heat from the higher power engine and transmission lube cooling loads.” The advantages of specifying more integrated drivetrains are that they can be easier to upgrade. McKenna notes that for Mack, this is because the peak torque of the MP8 engine is 1,760 lbs. and the mDrive transmission is rated to 1,920 lbs. There are no restrictions when upgrading from a 1,460-lb. peak torque rating. “Speaking of the mDrive, it also can be programmed for various duty cycles,” McKenna adds. “The original customer may have demanded optimal fuel economy performance, whereas the resale customer may be seeking a high-powered performance mode. So the value that integration supplies is not limited to customer one—it continues on down the line.” Kenworth’s Johnson agrees, “Integrated powertrain components provide customers with benefits of improved fuel economy, better service, etc., whether in the first life of the truck or the second. Kenworth, for example, has worked extensively to incorporate the PACCAR by Eaton transmissions with our PACCAR engines to improve customer satisfaction through a Kenworthonly powertrain configuration.” Daimler Trucks North America, makers of Freightliner trucks, recently announced a proprietary automated manual transmission and axle, which means the company is poised to couple those components with its Detroit series engines to offer fully-integrated powertrains for the North America market. Freightliner’s Reed notes that while automated manual transmissions currently do not hold great appeal for the secondary market, he sees that changing. He predicts that secondary buyers are going to be interested in optimizing fuel consumption. /
Rapid Response: 800-930-7204 ext. 43049
&
Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Maximum Aviation fuel hauler Pinnacle Express is adopting new technology to ensure its fleet operates at the highest efficiency
I
Jim Fox Vice President & General Manager
50 October 2012 | Fleet Equipment
t’s all about maximum efficiency for Jim Fox, vice president & general manager of Pinnacle Express Inc. “Making deliveries on time and doing so as efficiently as possible is what has allowed us to steadily expand our customer base and do so cost effectively,” he says. In 2004, Fox relates, senior management at Pinnacle Express decided to carve a niche by specializing in the delivery of aviation fuel. Today, the Ann Arbor, Mich.-based specialized carrier averages 300 deliveries a week to approximately 30 large accounts, and makes about 400 deliveries a year to smaller customers. While roughly 90% of its business takes place in the Great Lakes region, the company also has expanded geographically into southern states, as far west as Nebraska and east into places like Maryland and Massachusetts. Pinnacle operates 15 Freightliner tractors and 17 Polar tank trailers. The newest power units in the operation are Cascadia models, while a few older Columbias are scheduled for replacement in January 2013. “We chose the Cascadia for both the comfort of the cab as well as fuel economy,” Fox states. “That’s also why we’re spec’ing Detroit Diesel DD15 engines for our operation.” Fuel efficiency also was one of Pinnacle’s goals when it decided to spec Eaton’s new UltraShift Plus transmission on its latest order of tractors. “Our local Freightliner dealer, which has supplied us with just about every new truck we’ve bought for the past 10 years, wanted us to take a look at the automated gearbox,” Fox recalls. “We took one of our senior drivers, went to Eaton’s proving grounds to test drive some units and we were impressed.”
Pinnacle Express
TRACTOR SPECS
Impact Paying dividends The decision also is now paying dividends in day-to-day operations at Pinnacle. “With one of the new 18-speed UltraShift Plus transmissions that replaced a 13-speed manual,” Fox reports, “the same driver over the same route is getting about 7.2 MPG as opposed to the 5.6 MPG we were getting before making the switch. That’s a pretty significant fuel economy gain.” Other fuel-saving technologies embraced by Pinnacle in its recent equipment orders include Michelin wide-base single tires on tractor drive and trailer axles, which Fox says is providing a 10% fuel economy gain over traditional dual tire assemblies, as well as doubling tread life. “We also use Stemco’s AirBAT tire pressure monitoring system to continually monitor tire pressures and alert drivers to any under-inflation, which could cost us in fuel efficiency and tread life,” he adds. “The AirBAT system also has the HandBat RF handheld unit that wirelessly gathers tire data, which makes for quicker turnaround times for maintenance and inspections.” The Eaton UltraShift Plus transmissions, meanwhile, also are effectively addressing another issue for Pinnacle Express. “We immediately recognized that the automated 18-speed was a very flexible piece of equipment,” Fox says. “We need that flexibility to handle payloads that run between 80,000 lbs. for interstate deliveries and 140,000 lbs. on the sixaxle trailers that we run within the state of Michigan. The unlimited gross combination weight rating for the 18-speed model solved a lot of issues we had operating between the two different disciplines, and allowed us to capture good fuel economy in both applications. Now we can have one spec fleet wide that does well in both cases.”
Model: Freightliner Cascadia; 125in. mid-roof sleeper Wheelbase: 218 in. Engine: Detroit Diesel DD15, 505 HP Transmission: Eaton UltraShift Plus (MXP), 18-speed Driveshafts: Meritor Front Axle: 14,000-lb. Front Suspension: taperleaf Rear Axle: Meritor R-Series Dual Track; 40,000-lb., 3:55 ratio Rear Suspension: Freightliner Airliner Wheel Seals: CR Scotseal Brakes: Bendix air disc ABS: Meritor WABCO 4S4M, traction control Wheels: Alcoa Durabrite Tires: 11R22.5 Michelin XZE2 steer; 455/55R/22.5 Michelin X One drive 5th Wheel: SAF Holland; aluminum, No-Lube Air Compressor: Bendix BA-921 Air Dryer: Bendix Fan Clutch: Borg Warner Batteries: (4) Alliance, 3,200 CCA Starter: Delco 39MT Alternator: Delco, 160-amp Block Heater: Phillips, 1,500 watt Mirrors: dual hood mounted Lighting: LED Seats: National Tanks: 120-gal. diesel; 23-ga. DEF
TRAILER SPECS Model: Polar Tank; 9,400-gal., single compartment Landing Gear: SAF Holland Mark V Axles: Hendrickson; 13400 Michigan 6-axle Suspension: SAF Holland CBX-23 Oil Seals: Stemco Voyager Wheel End: Stemco Pro-Torq axle spindle nuts Brakes: Bendix air disc ABS: Meritor WABCO, with RSS Tires: 455/55R/22.5 Michelin X One Lighting: LED
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Fleet Profile
Specs
The fully automated 18-speed UltraShift Plus Multipurpose Extreme Performance (MXP) transmission, based on the Fuller 18-speed manual, uses an electronic clutch actuator and intelligent shift selection software that calculates changes in grade, weight and throttle to choose the most efficient shift points. The result, according to the manufacturer, is faster shifting and smoother engagement. In addition, the design provides drivers with added control, including an Intelligent Hill Start Aid, which prevents rollback and roll-forward while launching on grades.
Reducing fatigue
Rapid Response: 800-930-7204 ext. 43052
The automated Eaton transmissions also are helping Pinnacle address the inherent safety concerns it has hauling a product like aviation fuel. While the fleet is improving safety with
52 October 2012 | Fleet Equipment
specs for air disc brakes and roll stability control systems on all new equipment, Fox says he believes the automated gearboxes help reduce driver fatigue. “The automation is a sweet application in many areas,” Fox states, “because our drivers do not constantly have to use the clutch in traffic. We do a lot of training to make sure our products are transported safely and on time. Our drivers are a special breed, and they’re giving the UltraShift Plus transmissions high marks, as well. Fox also is quick to praise Eaton’s support, which included training for the fleet’s maintenance manager at the Roadranger Academy. In addition, after the initial UltraShift Plus transmissions were in the fleet, Eaton reps helped get everyone up and running, and assisted with making
software changes so the transmissions would operate at their most economical setting. Due to the sensitive nature of Pinnacle’s cargo, its employees and equipment need to be ready and able to make deliveries safely and on time. With its technology choices, the fleet also is ensuring that its operation runs as cost-efficiently as possible. /
Rapid Response: 800-930-7204 ext. 43053
Truck Products Mitsubishi Fuso offers new plow kits for Canter FG4X4 Mitsubishi Fuso Truck of America Inc. (MFTA) has announced that new plow kits are available for its Canter FG4X4 Series medium-duty cabover trucks. These plow kits come complete with blade, permanent mount, articulation hydraulics, and dash-mounted or optional handheld controller. According to the truck maker, the kits are available from Fisher Engineering (Fisher, Western and Blizzard brands) and from Meyer Products (Meyer brand). The offerings include a number of different mounting kits, light harness kits and harness adapters, as well as a choice of blade configuration—covering 8.5-, 9.0-, 9.5-, 10.0- and 10.5-ft, blade widths—in steel,
Rapid Response: 800-930-7204 ext. 43054
Rapid Response: 800-930-7204 ext. 43068
54 October 2012 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 43150 www.FERapidResponse.com/43150
DTNA adds TPMS to aftermarket offering Daimler Trucks North America (DTNA) has launched new tire pressure monitoring technology as an aftermarket offering, which the company said is for its Freightliner, Western Star and Thomas Built Buses commercial vehicles. The new system allows real-time tire performance monitoring for better fuel
Rapid Response: 800-930-7204 ext. 43151 www.FERapidResponse.com/43151
Fras-le launches air disc brake pad program Fras-le North America Inc. has launched its air disc brake pad program for the North American aftermarket, an expansion of the company’s “Work Truck and Fleet Disc Brake Pad Program,” which kicked off in May. Sold under the Extreme Service brand, Frasle’s new air disc brake pad program includes 11 part numbers covering more than 59 applications on 12 brake systems. According to the company, Fras-le air disc brake pads are made of OE quality friction material and offer reliable, quiet, durable and longer life performance. This line of asbestos-free friction material was developed to meet the needs of heavy-duty and commercial vehicles, and meets the European ECE-R90 quality standard, which requires all safety-related replacement parts to perform within certain parameters of the Original Equipment (OE)
Rapid Response: 800-930-7204 ext. 43055
poly/steel and stainless steel. All are mounted on the Canter FG4X4, which has a 134.4-in. wheelbase length that can accommodate 12- to 15-ft. bodies, as well as the plow kit. Turning diameter for the FG4X4 is just 44.2 ft., so maneuvering through narrow urban streets, tight industrial centers and crowded parking lots is no problem, according to the maker, which added the cabover design allows the driver to see the ground closer to the front of the plow blade than is possible with an equivalent Class 4 conventional truck, so operating safety may also be enhanced. A Fuso FG4X4 also has no rear fenders to dent or crush if the truck should inadvertently slide into a snow bank, the company said. Mitsubishi Fuso Truck of America Inc. www.mitfuso.com
economy and safety. The new system provides air pressure and tire air temperature data while driving or stationary, enabling drivers to preemptively address tire issues before they occur. The system reports per axle high and low pressure and rapid pressure loss alerts that can dramatically increase a driver’s ability to avoid dangerous situations. Customizable axle settings also allow driver notification of other issues, including hanging brake calipers, bearing failures and individual tire defects, the truck maker added. The exterior sensors simply screw on to standard tire valve stems and communicate wirelessly every two minutes with a central control unit. The system is easily added to any 12-volt power system and is offered in six- and 10-sensor kits for quick tractor setup, with additional sets of two available for monitoring up to 34 different tires at a time. A trailer exchange feature synchronizes the control module to the tire sensors on a new trailer automatically, facilitating quick and simple trailer exchanges with no loss of data reporting. The exterior fully-sealed sensors feature extremely durable brass threading and military-grade five-to-seven-year lithium-cadmium batteries. The system is backed by DTNA’s one-year warranty and support at over 800 locations across the U.S. and Canada, the company added. Daimler Trucks North America www.daimlertrucksnorthamerica.com
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Truck Products New Bar’s Leaks Concentrated Seal Repair stops oil leaks Bar’s Leaks has introduced Concentrated Rear Main Seal Repair, which the company said provides the same unique blend of polymers, lubricity agents, anti-oxidants and conditioners as the original Rear Main Seal Repair in a much smaller bottle: 16.9 oz. vs. 32 oz. Bar’s Leaks Concentrated Rear Main Seal Repair (p/n 1040) is specially formulated to stop leaks at the rear main seal, and it also works better than a conventional stop leak on all other oil leaks, including those at the timing cover seal, O-rings and other seals and gasket, the company said. The rear main seal is located between the engine and transmission. Leaks here are usually caused by a combination of normal wear in the crankshaft and seal, and by the drying, hardening, and shrinking of the seal over time. Bar’s Leaks Concentrated Rear Main Seal Repair restores seal size, flexibility and elasticity, the company said. Chemical polymers in the product also fill in gaps and grooves in the crankshaft caused by normal engine wear, and build a protective film around the seal to prevent leaks, the maker added. The product works with all gasoline and diesel engines that use conventional, high-mileage or synthetic motor oil. One bottle treats four to six quarts of oil. Larger systems use one bottle for every five quarts of oil capacity. / Bar’s Leaks www.barsproducts.com Rapid Response: 800-930-7204 ext. 43153 www.FERapidResponse.com/43153
specification, the maker added. Fras-le said its Work Truck and Fleet Disc Brake Pad Program provides distributors with a complete sales tool kit to serve this fleet segment, along with marketing and technical support and training resources. In addition, Fras-le has dedicated fleet brake specialists to serve as a liaison between fleets and distributors. With this portfolio expansion, the company now offers a complete line of hydraulic and air disc brake pads for Class 1c-8 vehicles. Extreme Service and Magnum Pro make up Fras-le’s aftermarket brake pad line for medium-duty vehicles and fleets in North America. Extreme Service is engineered for severe-duty applications, and is available for both air and hydraulic disc brake systems. Magnum Pro is the professional’s semi-metallic choice for hydraulic disc brake systems. Both product lines are designed especially for medium-duty vehicles and fleets, the maker added. Fras-le www.fras-le.com Rapid Response: 800-930-7204 ext. 43152 www.FERapidResponse.com/43152
Rapid Response: 800-930-7204 ext. 43056
Betts Spring Expands Product Bundle with Quarter Fenders Betts Spring has expanded its distribution bundle by adding two quarter fenders to its extensive line of spray suppression components. Betts branded stainless and SprayOff poly quarter fenders are now available for immediate shipment to authorized distribution throughout North and Latin America. Stocked in Betts’ west coast warehouse and included in its newly introduced High Volume Parts (HVP) program, Betts Spring said it is even more accessible to preferred fleet sourcing in a freight advantaged manner. Betts Spring www.betts1868.com Rapid Response: 800-930-7204 ext. 43154 www.FERapidResponse.com/43154 56 October 2012 | Fleet Equipment
Trailers
Bodies
Meritor adds two low-mount MTA trailer suspensions Meritor Inc. has announced the production of the MTA25 lowmount and MTA30 low-mount trailer suspensions, which the maker said are the two newest family members of its Meritor Trailing-Arm Air (MTA) suspension series for North American trailer operators. These units are specifically designed as part of a fully integrated system to optimize performance and weight, and are ideal for vocational applications like single-drop flatbed, double-drop flatbed, loggers and chip hauler trailers. The MTA lineup now includes the MTA23 (23,000-lb. capacity), the top-mount MTA25 (25,000-lb. capacity), the top mount MTA30 (30,000-lb. capacity) and the two newest low-mount products. All MTA models are available with the optional lift kit—a reliable quickresponse system that efficiently raises select axles, improving maneuverability and extending tire life. Available in painted or galvanized finishes, the lift kit attaches easily and can be installed as original equipment (OE) or field retrofitted.
The two new lowmount suspension systems feature improvements and technology advancements. The MTA trailer suspension system is integrated with Meritor trailer axles and Q PlusCam Brakes. All are covered by the company’s fiveyear, 500,000-mi. warranty on structural components. Optional components include air disc brakes, automatic slack adjusters, the SteelLite X30 drum and lightweight hub and the Meritor Tire Inflation System (MTIS) by PSI. MTIS by PSI keeps tires properly inflated, which the company said improves tire maintenance management, trailer up-time and bottom line ROI. Meritor, Inc. www.meritor.com Rapid Response: 800-930-7204 ext. 43154 www.FERapidResponse.com/43154
Rapid Response: 800-930-7204 ext. 43057 www.FleetEquipmentMag.com 57
Shop Equipment
Stertil-Koni introduces Diamond Lift Stertil-Koni, maker of heavy-duty truck and bus lifts, announced the introduction of Diamond Lift, which the company said is a state-of-the-art, high pressure telescopic piston lift designed to set new standards in precision heavy-duty lifting performance, remarkable durability, ease of use and environmental containment. Made in the U.S., the lift will be available in either a two- or threepiston configuration with total lifting capacities of 64,000 lbs. and 96,000 lbs., respectively, the maker said. Notably, the design of the lift’s telescopic pistons protects all the critical seals from potential damage by debris. Further, the lift’s piston rods are hard chrome-plated for maximum protection against corrosion and wear, and thus optimized to handle the harsh environments of today’s busy workshops. This lift is certified to ANSI/ALI ALCTV current edition by ETL/Intertek. The lift utilizes biodegradable oil and the upper portion of the steel containment is hot galvanized, which provides corrosion resistance at floor level and ensures proper interlock with the foundation, Stertil-
Koni noted. In addition, the containments are coated internally and externally with DiamondGuard, which not only safeguards against corrosion and electrolysis, it also prohibits hazardous shop fluids from entering the environment. It also features a locking system that utilizes a hardened, nitro carburized locking rod to provide superior resistance to corrosion and wear. According to the company, the lift is one of the few piston-style in-ground lifts designed to allow the lift to be lowered into a mechanically locked situation without placing undesired pressures on the piston seals. The gravity engaged locking assembly is easy to service and can be accessed from floor level. The lift’s innovation also extends to other key areas. For example, rather than utilizing traditional rollers, which may need lubrication, the Diamond Lift moveable lifting unit and aluminum trench covering system travel on ultra-high molecular weight polyethylene slides atop a stainless steel guide, which are maintenance-free, the maker added. As standard, the lift is supplied with a full set of lifting adapters to match all fleets and is fully electronically synchronized for operator safety. The Diamond Lift also can be equipped with a detachable wired remote control. Stertil-Koni USA Inc. www.stertil-koni.com Rapid Response: 800-930-7204 ext. 43170 www.FERapidResponse.com/43170
Gent-l-kleen launches ‘I love dirty hands’ campaign Rapid Response: 800-930-7204 ext. 43058
Gent-l-kleen Products announced a new international campaign, “I love dirty hands,” geared toward hard-working professionals who work with their hands day in and day out. The contest, promoted via the www.ilovedirtyhands.com website and social media, started earlier this month and includes several promotional products offered through Gent-l-kleen distributors. These specially marked products will sport an “I love dirty hands” sticker with a unique code that can be entered at www.ilovedirtyhands.com. This code is an entry to win a trip for two to the toughest rally in the world: Dakar 2013. The contest entry period runs through Dec. 16, 2012. Gent-l-kleen www.ilovedirtyhands.com Rapid Response: 800-930-7204 ext. 43171 www.FERapidResponse.com/43171 58 October 2012 | Fleet Equipment
Panasonic upgrades fully rugged Toughbook 19 convertible tablet PC Panasonic has announced upgrades to the Panasonic Toughbook 19, its rugged convertible tablet PC. The updated Toughbook 19 now comes with an Intel Core i5-3320M vPro processor (up to 3.3GHz) with Intel Turbo Boost Technology, the company said. Other enhancements include expanded storage, a more responsive touchpad and an innovative ambient light sensor, allowing automatic backlight shut-off to improve battery life. With these and other upgrades, Panasonic said the reliable Toughbook 19 continues to be the ideal investment for a broad spectrum of demanding work environments, including the military’s front lines, in police and emergency services vehicles, and in the field for use by service workers and utility and maintenance technicians. For a full list of Toughbook 19 specifications, visit www.toughbook.com. According to the company, with 10 hours of battery life, the Toughbook 19 is ready for a full day of work. The computer’s Battery Calibration Tool can now run in the background, allowing users to work while the battery is being calibrated. The Toughbook 19 is available from authorized Panasonic resellers starting at an estimated street price of $3,549. It is backed with a three-year limited warranty, parts and labor, the maker added. / Panasonic www.panasonic.com Rapid Response: 800-930-7204 ext. 43172 www.FERapidResponse.com/43172
PlastiKote Exact Color Scratch Repair System fixes nicks and scratches According to PlastiKote, it is always a challenge to perfectly fix a scratch on a vehicle. With the PlastiKote Exact Color Scratch Repair System, customers will not only be able to match the exact color of their vehicle with premium PlastiKote paint, they also will get “The Perfect Finish” they desire. The PlastiKote Exact Color Scratch System is an all-in-one kit that contains everything needed to achieve The Perfect Finish: • Convenient 2-in-1 paint applicator (nib and brush) • OEM exact color-matched scratch pen • Color coverage for top 23 best-selling car colors • Fast-drying, durable acrylic lacquer paints • Tamper-resistant security seal • New, simple numbering system • Easy-to-use Master Color Guide to find exact-match pen PlastiKote www.PlastiKote.com Rapid Response: 800-930-7204 ext. 43173 www.FERapidResponse.com/43173
Rapid Response: 800-930-7204 ext. 43059 www.FleetEquipmentMag.com 59
Classifieds
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NO Steel Balls NO Sands or Oils NO Prebalancing
Easily installs on truck driveshafts, wheel assemblies & engines WILL STOP TIRE CUPPING & INCREASE TIRE LIFE UP TO 50% OR MORE
For Fleet Pricing Contact your local dealer or
Sun-Tech Innovations
www.BalanceMasters.com Rapid Response: 800-930-7204 ext. 43204 www.FERapidResponse.com/43204 60 October 2012 | Fleet Equipment
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YOUR AD HERE
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TO ADVERTISE IN THE CLASSIFIEDS CALL
Tom Staab 330-670-1234 ext 224 tstaab@babcox.com
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Classifieds Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Fleet Equipment. It’s fast and easy! Rapid Response: 800-930-7204 ext. 43208 www.FERapidResponse.com/43208
➜ ➜ ➜ ➜ ➜ ➜ SALES REPRESENTATIVES Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Bobbie Adams badams@babcox.com 330-670-1234, ext. 288 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835
Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 CLASSIFIED SALES Tom Staab tstaab@babcox.com 330-670-1234, ext. 224 LIST SALES MANAGER Don Hemming dhemming@babcox.com 330-670-1234, ext. 286
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62 October 2012 | Fleet Equipment
Reader Response Page sponsored by
Afton Chemical Corp. Bee Line Co. BorgWarner Turbo Systems Carrier Transicold Citgo Petroleum Corp. CRC Industries Double Coin Tires/CMA, LLC Espar Products Espar Products Federal Mogul/National BCA Federal Mogul/National BCA Fras-Le North America Inc. Fuel Defend Great Dane Trailers Haldex Brake Systems Inc. Hankook Tire America Corp. IMI Labelmaster Marangoni Tread North America Mitsubishi Electric Mohawk Lifts Myers Tire Supply Myers Tire Supply NAPA NTEA NTN Bearing Corp. Old World Industries Old World Industries Onspot of North America Peterbilt Motors Co. PPG Industries Rud-Chain Inc. SAF-Holland Inc. Saf-Tee Siping/Grooving Sata Spray Equipment Shell Lubricants Shell Lubricants SKF Thermo King Corp. Timken TMW Systems Truck-Lite Co. UCoat It America LLC VDO RoadLog
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Coming in
PostScript • Equipment Technology Technician Training • Before & After(market) Equipment Leasing • Fleet Profile Interview with a successful fleet manager Call David Moniz at
(330) 670-1234 Ext. 215 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (October 2012, Volume 38, Number 10): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2012 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.
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Changing face of FE: keeping pace with the times
‘74
Summer of 1974 marked the beginning of Fleet Maintenance & Specifying, forerunner to the current Fleet Equipment magazine. A fleet story in that issue begins: “Well-maintained serviceable revenue equipment is the most important asset of a motor carrier.” It goes on to talk about the value of a good maintenance program and dedicated staff. It’s a concept that has not changed in 38 years, but the cover of that issue illustrates the aerodynamics of trucks have changed significantly since then.
‘85
Eleven years later, the magazine is now publishing under the name Fleet Equipment. Take note of the cover line that reads “Fleet uses CNG.” This is a topic that remains of interest now, more than 25 years later. However, while the story inside outlines a fleet’s experience with CNG that might be similar to a story you could read today, the fact that the fleet reported: “Maintenance records are kept manually and each vehicle has a card file that is pulled on a regular basis and checked…” belies the fact that this fleet operated prior to shop computers. Another feature in the issue lists engine life at about 350,000 miles—a far cry from today’s one million mile engines. Another cover change that occurred in 2001 sports a horizontal photo. In that year, and issue, it was announced that the Michelin X-One wide-base single tire was being introduced for drive (XDA) and trailer (XTA) positions. Also, the editorial that month noted that “business was down for most carriers,” but truck sales reports were a mixed bag for OEMs that June, which was just three months before the Sept. 11 terrorist attack on the World Trade Center in New York City. /
‘01
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