Low rolling resistance tires • TPMS options • New Sprinter van revealed
Managing Equipment Assets
Roland Bailey CTP fleet manager PepsiCo North America Beverages
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On the Inside
Vol. 39 | Number 6 | 2013
Founded 1974. Copyright 2013 Babcox Media Inc.
Light- & Medium-Duty SETH SKYDEL
Tires & Wheels
Service & Support
D. MICHAEL PENNINGTON
Fuels & Lubes
Departments 14 Timely Tips Take care when installing spin-on fuel filters
The power of two
18 Industry News Detroit inaugurates production of automated manual transmissions
44 Truck Products Goodyear enhances three tire lines
46 Trailers & Bodies LED clearance/marker lamps available from Optronics
47 Shop Stertil-Koni unveils wireless mobile column lifts
Truck Equipment | New Sprinter van unveiled
Equipment Management | Not your daddyâ€™s tires: lower rolling resistance tires
Before & After(market) | Tire pressure monitoring system (TPMS) technologies
Fleet Profile | Delivering efficiency: field-testing components for longer service
EDITORIAL ADVISORY BOARD Steve Duley, Vice President of 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 Jeff Stankard, Group Publisher 330-670-1234, Ext. 282 email@example.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 firstname.lastname@example.org Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Senior Editor 330-670-1234, Ext. 274 email@example.com Seth Skydel, Senior Contributing Editor 330-670-1234 firstname.lastname@example.org D. Michael Pennington, Senior Staff Writer 248-872-6760 email@example.com Al Cohn, Contributing Editor 330-670-1234 firstname.lastname@example.org John Martin, Contributing Editor 330-670-1234 email@example.com Paul Hartley, Contributing Editor 507-645-2200 firstname.lastname@example.org GRAPHIC DESIGN Tammy House, Senior Graphic Designer 330-670-1234, Ext. 256 email@example.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 firstname.lastname@example.org CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 email@example.com Star Mackey, Circulation Assistant 330-670-1234, Ext. 242 firstname.lastname@example.org 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
2 June 2013 | Fleet Equipment
Flexible financing solutions for small fleets CAROL BIRKLAND | EDITOR-IN-CHIEF
ccording to William G. Sutton, CAE, president and CEO of the Equipment Leasing and Finance Association, “Acquiring equipment through leasing and other financing methods is more flexible and customizable to meet unique business needs than most funding options. This makes equipment finance a perfect fit for startups and small businesses, both of which may have trouble getting traditional bank loans. With equipment finance, there’s no jumping through the same hoops as with commercial and industrial loans. For example, typically most lenders want to see two years of financials, which startups, by definition, don’t have.” This is a particularly good time to finance equipment because there is so much liquidity in the marketplace, he adds. Many funding sources—leasing companies and banks—are looking to lend because they have the cash available to deploy. So, a highly competitive marketplace makes this a favorable time for end users to finance productive equipment. In addition to current finance market conditions, the many benefits of equipment financing provide any number of reasons why it is an advantageous option for businesses. Below are some compelling benefits: • 100% financing with no down payment. Unlike with most traditional lenders, it is possible to arrange 100% financing of equipment with no down payment. This is a critical benefit, since cash flow often is a concern for small and new businesses. Holding onto cash, or working capital, enables it to be used for other areas of the business, such as expansion, improvements, marketing or R&D. • Elimination of risk of ownership. A business just starting out can use equipment financing to help mitigate the uncertainty of investing in a capital asset until it achieves a desired return, increases efficiency, saves costs or meets other business objectives. • Expense planning for cash flow and business cycle fluctuations. Financing equipment helps maintain cash flow and greater certainty in budgeting by setting customized rent payments to match cash flow, even seasonal cash flows. • Meet a company’s equipment needs. Leasing, loans or other financing enables businesses to acquire more and better equipment than they could without financing. It is more feasible to make monthly payments than to make large cash outlays for equipment up front. • Updated technology/obsolescence management. To be on the cutting edge and be competitive, businesses need access to new technology. Certain leasing finance programs allow for technology upgrades and/or replacements within the term of the lease contract. Also, since the lessor owns the equipment, it bears the risk of the equipment becoming obsolete. Many financing companies provide asset management services that track the status of equipment, know when to upgrade or update it, and provide services relating to installation, use, maintenance, de-installation and disposal of the equipment. Equipment management by a third party, such as an equipment financing company, can enhance the ability of a business to focus on its core operations. Equipment financing can even hedge against inflation because instead of paying the total cost of equipment up front or with a large down payment in today’s dollars, the stream of payments delays the outlay of funds. Preparing with thorough, accurate information will enable businesses to get the equipment they need at the best possible terms. For more information, visit www.equipmentfinanceadvantage.org. /
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hile the concept of wide single tires certainly isn’t new, the topic is worthy of a refresher since tires make up a large line item in any fleet’s budget. Fuel efficiency and weight savings are the most often-touted advantages of switching to wide single tires, but there are many others. By replacing standard dual tires with wide singles, tire makers cite reduced weight of anywhere from 624 to 1,160 lbs. per tractor-trailer, depending on tire tread depth and wheel material. This means increased payload, which translates to a reduced number of trips and greater profitability for the fleet, according to Paul Crehan, director of product marketing for Michelin Americas Truck Tires. On the fuel efficiency side, there are a few options for fleets to compare duals against wide singles. The most convenient is an online calculator, like those provided by tire manufacturers (Continental’s ContiCostCalculator and Michelin’s Fuel Savings Calculator, are two examples). But for more exact results using real-world testing, fleets have two options: either conduct their own fuel economy tests via scientific methods, or perform a side-by-side comparison with their own trucks. The TMC’s Recommended Practices Manual lists RP 1102, TMC/SAE In-Service Fuel Consumption Test Procedure—Type II or RP 1103, TMC/SAE In-Service Fuel Consumption Test Procedure—Type III as the preferred methods for tire testing procedures, according to Libor Heger, director of truck tire technology for Continental Tire the Americas. While more expensive, these test results will be obtained in a matter of days. A side-by-side comparison in which
4 June 2013 | Fleet Equipment
Lesser known benefits of wide single tires BY DENISE KOETH | SENIOR EDITOR
a fleet tracks fuel economy for at least two sets of identical trucks—one with a new set of duals, one with a new set of wide singles—may be more attainable, but fleets should make sure that they have reduced the variation as much as possible between the two vehicles, and plan on a longer test cycle, Heger adds. It could take months, rather than days or weeks, to obtain an accurate comparison. In addition to weight savings and fuel economy, tire manufacturers list many other benefits. For one, replac-
and OTR sales, adding this is due to the fact that the tires move the center of the load out wider than with a dual setup. According to Continental’s Heger, the federal excise tax is lower on wide single tires, resulting in financial savings for fleets. He adds they also offer improved braking cooling and a more comfortable ride, as well as eliminate issues that can arise from dual tires that are improperly matched. Cooler-running tires and increased braking cooling lead to longer brake life, notes Goodyear Commercial Tire
Fewer tires to mount, dismount, inspect or rotate results in less maintenance and downtime. ing duals with wide single tires provides easier maintenance of air pressure and mounting/demounting, according to Hankook Tire America Corp. Michelin’s Crehan agrees, saying, “Ten is less than 18; this advantage is fairly obvious. Fewer tires to mount, dismount, inspect or rotate results in less maintenance and downtime. There also is ease of air pressure maintenance and pre-trip inspections.” He explains the majority of rapid air loss situations stem from poor pressure maintenance on the inside dual tire—a problem that is eliminated when switching to wide single tires. Depending on the configuration of the vehicle, wide singles can actually lower the center of gravity, increasing stability, says Rick Phillips, Yokohama Tire’s senior director of commercial
Systems’ Donn Kramer, director of new product innovation, who adds that an improved ride leads to better driver comfort, important to retaining qualified drivers today. Despite all the advantages mentioned above, fleets must do their homework when it comes to the duals vs. wide singles decision. “Advances in technology, especially from compounding and tread design, mean that duals are catching up to wide singles in terms of fuel efficiency,” Heger says. “Fleets that realize the greatest potential from wide singles are bulk haulers, liquid tankers and those who ‘gross out before they cube out.’ If fleets choose to adopt wide singles, we encourage them to start small. Don’t plan on a widescale retrofit until you have some experience with wide single tires.” /
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Light & Medium-Duty
hile fuel-efficient technology may be the best option to help fleets reduce costs and improve air quality, financing alternative fuel vehicles can be challenging. “We continue to seek grant award opportunities that improve our clean air goals and lessen our use of conventional petroleum fuels to reduce our cost of operations,” said John D. Clements, director of transportation at Kings Canyon Unified School District, which serves students in a 600sq.-mi. area in California. Kings Canyon, Clements went on to explain, was able to purchase alternative fuel vehicles using funds from a variety of sources. Included were five hybrid electric school buses built by International Coach using the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) as a main source of funding. HVIP is now in place in California and HVIP-like programs are soon to be available in other parts of the country, including New York state and the city of Chicago, among others. Several large beverage and delivery fleets, including Frito-Lay/PepsiCo and UPS, have taken advantage of HVIP (www.californiahvip.com), which is designed to offset about half of the additional cost of eligible vehicles, including medium- and heavy-duty hybrid, battery-electric, and hydrogen fuel cell trucks and buses. Products being offered include Freightliner, FCCC, Peterbilt, Kenworth, Hino, Altec, Autocar, Thomas Built, Smith Electric, EVI and Boulder Electric models. Funding under HVIP is available to both public and private fleets. Vouchers range from $8,000 to $55,000
6 June 2013 | Fleet Equipment
All the bases BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
per vehicle, depending on the size, model, and the number of units purchased. Requesting a voucher is a quick and easy process because HVIP funding is not a tax deduction. Approved voucher amounts are deducted at the time of purchase, eliminating paperwork and wait times. HVIP is administered and implemented through a partnership between the California Air Resources Board (ARB) and CALSTART (www.calstart.org), the clean transportation technology and fuels consortium. To date, over $28 million and more than 1,200 hybrid and electric vehicles have been delivered under the program. Additional funding is still available. In Kings Canyon, funding for the hybrid buses was received from HVIP combined with funds from the ARB/San Joaquin Valley Air Pollution Control District Lower Emission School Bus Program, the Federal Highway Administration Congestion Mitigation Air Quality or Sacramento Metro AQMD/US EPA DERA, and Fresno County Transportation Authority Measure C Funds. The school district also received funding for an ARB AB 118 Air Quality Improvement Program Hybrid/Electric School Bus Demonstration Project to allow neighboring school districts to test advanced technology buses risk-free. Many of the hybrid models on the road today are outfitted with Eaton Hybrid Systems. In Kings County, shop technicians received advance Hybrid Propulsion training from the manufacturer supported by a grant from the California Energy Commission. Financial incentives, which are important in the early market for more
costly clean commercial vehicles, have been the missing piece of the puzzle for many fleets. CALSTART has also developed a white paper covering opportunities to create state- and regionally-supported networks of voucher-based incentives for commercial vehicles. “Clean Tech Vouchers: An Effective Tool for All
“…it is imperative that we encourage as many regions as possible to build out a clean vehicle support network for energy security, job growth and cleaner air.” – John Boesel
Regions” highlights how point-ofpurchase vouchers can help spur sales. “Given the lack of federal action, it is imperative that we encourage as many regions as possible to build out a clean vehicle support network for energy security, job growth and cleaner air,” said John Boesel, CALSTART president and CEO. “In the absence of federal incentives for commercial vehicles, state and regional programs can keep the U.S. moving forward on clean tech and alternative fuel deployments.” /
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Tires & Wheels
here’s big money to be saved by keeping tires in service until their full treadlife is realized. Over the years, maintenance managers have had diverse thoughts on the most cost effective way to accomplish this. Some included using deeper tread depth remaining guidelines when replacing drive tires in fall vs. spring and summer to assure more actual winter traction. Many tires are removed early because their drive, tag or trail axle dual mates have been damaged, run flat, or developed irregular wear. Steer tires are commonly rotated to trailer positions for runout with one third or more original tread depth remaining. Based on current industry trends and tire costs, fleet tire pull guidelines and maintenance practices should be reviewed. Practices established in the days of lower cost, older technology tires and cheaper shop rates may be costing fleets dearly. Tire designs that are more fuel-efficient and resistant to irregular wear, along with increasing servicing costs for tire changes (not associated with PMs or other routinely scheduled maintenance) can lead to fleets losing operating savings, which can accrue in the later stages of tire life. For example, most tire manufacturers observe slower wear rates with diminishing tread depth. Increased miles per 32nd of tread loss in the order of 25% or more are common when comparing the same tires at 80% wear vs. nearly new. Tires delivering 12,000 mi./32nd in their early life may commonly deliver 15,000 or more miles/32nd as they approach required take-off depths. This is generally valid for rib and lug tread designs on power unit steer and drive axles.
8 June 2013 | Fleet Equipment
Updated thoughts on early tire removals BY ASA SHARP | CONTRIBUTING EDITOR
Another advantage is that rolling resistance (thereby fuel efficiency) improves as tires wear. This improvement is significant. Most tire engineers agree there often is more difference in the rolling resistance of the same tire new vs. approaching wearout than exists between major brands of comparable tread types. Documented testing has shown this improvement in rolling resistance from new to 80% worn to be approximately 6.5%. This can easily translate to an overall truck fuel economy advantage of 1.5%—not a bad return for good tire maintenance and updating some tire program guidelines. Of course, all operators must com-
from entering the valve sealing area. Filtered valve cores that keep debris from inside the tire at bay also are highly recommended. Second, maintain truck alignment within close tolerances. Steer axle toe should be kept to a minimum toe-in, if possible within 1/16 of an inch or less. Chassis thrust angle, controlled primarily by drive axle alignment, is now more important to tire wear than before. This is primarily due to the high torque levels now common with modern diesels, along with softer riding suspension systems. High quality torque arm and other suspension bushings are necessary to minimize the difference between at-rest and
…simple, effective steps to avoid premature tire removals… ply with federal, state and local regulations for minimum tread depth standards, which normally require steer axle tires to have at least 4/32nds of tread depth and all other wheel positions to have at least 2/32nds. Tires with irregular wear are often considered “worn out” when there is significant tread depth remaining. There are three ways to avoid irregular wear: First, always maintain proper inflation for the loads/service conditions. This may mean having several different inflation specs for dedicated vehicles based on their unique configuration and service conditions. This is especially easy to accomplish on trailers equipped with automatic tire inflation systems (ATIS). The use of valve extensions that have a closed annular area keep dirt, road clearing chemicals and other outside debris
dynamic (under torque) drive axle alignment. In extreme cases, it may be desirable to preset a small amount of misalignment to offset a shift, although this is generally not recommended and vehicle manufacturers should be consulted. Remember that symptoms of misaligned drive axles show up first as irregular wear on steer tires. Third, balance all wheel positions for optimum tire wear. Since all tires lose a significant amount of weight during normal wear (drive tires typically lose 30 lbs.), it may be necessary to periodically re-balance or use an adaptive type of internal balancing media to accomplish this. These are simple, effective steps to avoid premature tire removals and get late tire life cost savings. Fleet financial people will also appreciate a delay in buying new tires. /
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Service & Support
here’s nothing more fundamental than technicians and tools in the support and service of fleet trucks and trailers. A major question has arisen about the fact that many (more than 90%) tool collections are not insured, even though many are valued at $50,000 or more. Reasons for not insuring are varied, including the “it just won’t happen to me” mentality. To judge the market on the need for insurance, this writer asked key fleet management and dealers for
“Technicians are serious professionals with a life-long investment in their tools…” their input and best practices. Also questioned were members of the Fleet Maintenance Professionals group on LinkedIn.com, from which more than 47 candid responses were tallied as noted here: “Technicians are serious professionals with a life-long investment in their tools,” said Jim Bradanini of Pro-TEC Tool Coverage, with 1,200 policyholders in the U.S. and Canada, underwritten by Great American Insurance Co. “They deserve the coverage and the peace of mind. It’s inexpensive for the coverage—$500 (per annum) for $50,000 coverage. Plus we provide blanket coverage for unscheduled tools.” According to Bradanini, technicians 10 June 2013 | Fleet Equipment
Technicians and their tools BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER
have limited coverage of their tools on their employer’s insurance policy, and none on their homeowner’s policy. “Many technicians are not aware that their existing coverage levels are insufficient. With the right clause, technicians are covered in the event of a loss even when their tools cannot be replaced for 30 days.” “Technicians are expected to have their own general hand tools when they hire in,” said Scott Pearson, president, Peterbilt of Atlanta, Jackson, Ga. The dealership provides the more specialized tools for technicians to use and return to the tool room. “Insurance is an optional coverage in our Garage Keeper policy.” An insurer of 1,000 individual repair shops, Keith Friedlander, Lloyd Keith Friedlander Partners, Huntington, N.Y., said, “Tools are the technicians’ life-blood, and less than 2% insure their tools, many relying on their employer/fleet owner. “Technicians take good care of their tools,” he added. “Informed technicians know that personal homeowners insurance won’t cover their tools. Technicians with a single employer can consolidate, purchase as a group and save money.” Pete Nativo, Oakley Transport, noted, “We don’t replace lost or stolen tools if one item ends up missing. We urge our mechanics to complete the TMC tool inventory form at their hiring date so the record is complete.” Kirk Altrichter, Gordon Trucking, stated, “We have a 24-hour security and camera surveillance system to help protect their [technician] property. We insure the building and contents against fire but don’t provide separate insurance for the technicians to purchase.”
Lee Long, Southeastern Freight Lines, said, “Our technicians should insure their tools on their own. If we damage it while in the shop, that’s another story.” Bob Hamilton, Bozzuto’s, noted, “We provide a tool allowance program to help support their tool usage. We’re creating a company tool crib for all the crew to use.” Several fleet owners reported their operations cover the tools for theft. Theft is a burglary/robbery, not “someone took my tools from my unlocked box when I went to lunch.” Candid comments from technicians included: “Our insurance plan covers most of the tools/equipment in the shop. Sometimes it’s cheaper to self-insure some things than pay a huge premium for multiple years.” “We provide technicians with their tools. We conduct monthly inventory and the employee is responsible for any lost or broken tool due to misuse since we provide a reputable brand of tools.” “After 30 years, I’m very proud of my tools. The companies just don’t have sufficient coverage. It’s difficult and costly to get insurance.” “Theft of tools is a bigger issue than a loss due to forgetfulness. A shop should develop an honor system.” “Technicians justifiably take great pride in their tools, and it’s just smart business for them to protect their treasured collections,” summarized Pro-TEC’s Bradanini. An inventory sheet, complete with dates, receipts and pictures is recommended, but not mandatory. References: www.mechanicsinsurance.com or www.lkfpartners.com. TMC technician tool inventory form at www.ATABusinessSolutions.com. /
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Fuels & Lubes
fully support recent efforts to reduce our nation’s carbon footprint and dependence on imported crude for fossil fuels. But folks, let’s use our heads —rather than that piece of anatomy on which we sit. Researchers and technicians can best logically decide how we should obtain energy in the future, not emotional environmental activists, movie stars or politicians. Let me give you an example. A former singing star’s wife and a latenight talk show host continually “badmouth” fracking in the Marcellus Shale. The Federal government spent millions of our money to conduct a study, which determined that fracking did not interfere with the ground water supply (they are thousands of feet apart!). Another statement that continually infuriates me is the reference to electric vehicles as “zero emissions.” How can educated, so-called environmentalists continue to say that? The facts are: 1. Electricity is generated by power generating plants, most of which are still coal-fueled. 2. We need a battery breakthrough. Current batteries are much too heavy, their range is limited, and their performance degrades with every charge/discharge cycle. The battery-powered vehicle only makes sense to those who want to appear “green” regardless of cost or those receiving monetary incentives such as tax breaks. California, for example, is attempting through its Hybrid Vehicle Incentive Project to increase the number of hybrid electric trucks and buses. The Department of Energy (DOE) recently put out a report stating that we will have one million electric vehi-
12 June 2013 | Fleet Equipment
Alternative fuels (or is it fools?) BY JOHN MARTIN | CONTRIBUTING EDITOR
cles on U. S. roads by 2015. Wanna bet? The DOE’s report was based on electric vehicle sales estimates at least four times larger than current reality. For example, they estimated Chevy Volt sales at 120,000 units per year. In fact, General Motors sells about 25,000 Volts per year, and most of them go into the government fleet.
Let’s take a logical, non-biased look at current alternate fuel options by technical people, not politicians.
Here are the actual sales: 2011 17,735 units 2012 52,835 units 2013 (through April) 24,551 units I’m appalled at what I would call blatant government lies. When Russia used to issue this type of information, we called it propaganda. What are we supposed to call it when our own government does it to us? Let’s take a logical, non-biased look at current alternate fuel options by technical people, not politicians. For passenger cars and light-duty P&D vehicles, electric vehicles and gasoline/ethanol fuel blends are expensive, less than ideal propositions.
We’ve wasted millions of hours and dollars on vehicles that either cost us fuel economy (ethanol), greenhouse gas emissions (ethanol), or money (electric). Current light-duty vehicles should be diesel-powered—period. Europe learned this lesson years ago, but we still don’t “get it.” Natural gas (CNG, and LNG) along with propane will be viable, suitable alternate fuels, but this will take a few years to accomplish. We must first install sufficient fueling stations and educate those who will refuel vehicles. Service personnel also must be trained. Larger P & D vehicles, buses and Class 8 vehicles should currently be diesel-fueled. When more refueling stations come on stream, CNG, LNG and propane will be logical alternate fuels depending on a range of requirements. I’m encouraged that the Natural Gas Vehicle Institute has already begun offering service and refueling training courses in various cities around the country. I’ve never seen this level of commitment to making gaseous fuels viable alternate fuels. Biodiesel usage will never be much larger than 10% because of its poor cold temperature properties, although it’s a better drop-in alternate fuel than ethanol. I had high hopes for cellulosic and algae-based alternate fuels. To date, however, neither of these fuels is cost-competitive with other available alternate fuels except perhaps electricity. Okay, people, it’s time to start using our heads and direct our research activities if we want to reduce fuel usage, emissions and foreign imports of crude. /
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ccording to John Gaither, director of heavy-duty product engineering for Luber-finer, part of FRAM Filtration, â€œWhen the time comes to change the spin-on fuel filter on your heavyduty diesel vehicle, there is one extremely important thing to remember: the absolute worst thing you can do is run a diesel vehicle out of fuel. That is why it is imperative that you follow the proper procedures for spin-on fuel filter installation.â€? There are six steps to follow: 1. Remove the old filter 2. Clean the base 3. Lubricate the new filter gasket 4. Pre-fill the new filter with clean diesel fuel 5. Install the new filter 6. Tighten the new filter per the proper amount of turns that are noted
14 June 2013 | Fleet Equipment
Take care when installing spin-on fuel filters on the label, taking care not to overtighten. If the filter is unable to be tightened by hand, use an appropriate wrench. The trickiest step is No. 4, filling the new filter. With a diesel vehicle, the fuel filter needs to be filled with diesel fuel before it is installed; if it isnâ€™t, the vehicle will not start, Gaither said. It is recommended that the center of the filter be plugged before diesel fuel is poured into the inlet holes. Only then should the filter be installed on the vehicle. Some newer models of diesel fuel filters feature a plastic plug that helps simplify the filling process. Gaither also cautions it is important that only clean diesel fuel be poured into the new filter. In conjunction with this step, all air must be bled from the fueling system; this is usually accomplished via a vent plug or valve located above the fuel filter, or with an electric fuel pump.
One other area of concern is the presence of water; if allowed to enter the fueling system on diesel vehicles, water can cause many problems, such as lower power output, engine shutdown, and fuel pump and injector wear and/or damage, Gaither added. For many applications, Luber-finer addresses the strict requirements of spin-on fuel filter changeouts with its TotalTec Heavy-Duty Fuel Filters, which feature an advanced design that eliminates the need for a plastic bowl addon, along with the worry of fuel/water separation and fuel-filter maintenance, Gaither said. TotalTec filters have a larger filtering area for more efficient, longer-lasting filtration, along with durable, leak-proof, all-metal housing construction that withstands high pulse fatigue and reduces the risk of leakage due to cracks and breakage. For additional information, visit www.luberfiner.com. /
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The power of two BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS
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raining mangers have to use scarce resources wisely, and ensure that the training investment made in keeping technicians up to speed is providing a return. Along with this, there is a need to have a way to clearly identify areas where training is needed to help focus the training budget. Now add in the need to validate existing skill sets to establish a baseline for developing a training plan for each individual, and have a reliable way to measure the effectiveness of the training provided. One simple way to do all this is to incorporate the ASE certification process into your training program. Leveraging training and certification together lets you tap into the power of both, while using what we know works. ASE provides a standard of knowledge as defined by the industry for each area of certification. Taking a certification test provides insight into the level of knowledge held by the individual in a particular area, which can be used as a baseline for establishing areas of strength and weakness. For example, examining a score report from an ASE test will help identify areas where more training would be beneficial and allow you to tailor the training process so that the individual is not receiving training they really don’t need, or wouldn’t improve their existing knowledge enough to provide a viable return for the investment. In other words, it helps focus your training efforts where they’ll do the most good. One of the most significant benefits a certification program brings to the training environment is an independent, third-party assessment
16 June 2013 | Fleet Equipment
process. Training can take many different forms, and is generally available from a variety of sources, be they OEM, equipment and parts suppliers, formal educational institutions, private training organizations, or elsewhere. Regardless of where the training originates, ASE certification provides a common denominator for measuring both existing and acquired technical knowledge. ASE certification also provides a good way to measure improvement in skills and knowledge generated by your training program, which helps define that ROI mentioned earlier. But perhaps the most important value ASE certification brings to the training equation is a system for periodically requalifying an individual to make sure the training they take is effective and keeps them on the cutting edge of technology. The five-year recertification cycle also helps drive home the need for ongoing training. In this way, training and certification work together quite effectively. It’s the power of two. Many businesses see the value ASE certification provides and aggressively use it to give them an advantage in career development. They look to ASE Certification as an indicator of the skill level of the individual during the hiring process. Being a Master Technician can be particularly significant if you’re looking to hire the best possible candidate and ASE certification is one of the hallmarks many consider. If you’re interested in getting the most from your training investment, consider adding ASE certification to the plan. Take advantage of the power of two. /
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IndustryNews Detroit inaugurates production of automated manual transmissions The start of production of the DT12 automated manual transmission for the North American truck market has begun. The DT12 will be available exclusively in the Freightliner Cascadia equipped with a Detroit DD15 engine. Production of the transmission will take place until 2015 at Daimler’s Gaggenau, Germany, powertrain facility, at which time manufacturing will be transferred to the Detroit brand headquarters in Redford, Mich. Assembly of DT12 into the Freightliner Cascadia began in early May at the Cleveland, N.C., Freightliner Truck Manufacturing Plant. The 12-speed DT12 accommodates all DD15 engine ratings from 455 to 505 HP with a 1,550–1,750 ft.-lb. torque input. Additional versions of the transmission for Detroit DD13 and DD16 engines will be released in late 2013 and 2014. The transmission is part of the line of Detroit powertrain components that also includes engines and axles. The DT12 combines the ease of an automatic with the efficiency of a manual transmission, the company notes, and enhances fuel economy. Features of the transmission include eCoast, skip shift, Active Driveline Protection and optional direct drive. The DT12 has three driving modes that drivers can select based on terrain and application.
Yokohama to build U.S. truck tire plant With a capital investment of $300 million, tire maker Yokohama Rubber Co. is planning construction of a new plant in West Point, Miss., to produce truck and bus tires. Yokohama Rubber has been providing tires exported from plants in Japan and Thailand to the North American market through GTY Tire Co., a U.S. joint venture company. Increasing demand for its products in the U.S. and Canada led to the decision to build the new plant, Yokohama stated. The U.S. plant, with an annual production capacity of one million tires, will be built on a 500-acre site. Under the company’s plan, construction will begin by September of this year and production at the facility will begin in October 2015. “The Gaggenau facility is the lead plant for all Daimler transmissions globally, so launching our production in Germany allows us to leverage operational efficiencies and production standards,” said Dr. Frank Reintjes, head of global powertrain, procurement and manufacturing engineering for Daimler Trucks. “With the launch of the heavy-duty engine platform, we
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Mack and Volvo announce collaboration with Shell Mack Trucks and Volvo Trucks have announced a collaboration with Shell to coordinate efforts and support activities that encourage the use of liquefied natural gas (LNG) as a fuel for heavy-duty commercial vehicles. “Mack has had natural gas-powered vehicles in customer service since 2009, and we look forward to working with Shell and other fuel providers to further support the burgeoning natural gas truck market here in North America,” said Kevin Flaherty, president of Mack Trucks North American sales and marketing. “Customer interest in natural gas as a heavy-duty truck fuel will only continue to grow,” said Göran Nyberg, president of Volvo Trucks North American sales and marketing. “This agreement is part of our effort to collaborate with various stakeholders to ensure that the market is supported with the necessary infrastructure.” The agreement will foster collaboration on multiple issues, including emissions and fuel specifications, as well as increased knowledge sharing. The agreement is not exclusive and does not prevent Mack or Volvo from working with other partners. Mack currently offers NG-powered TerraPro refuse and Pinnacle on-highway models. The company also announced plans to launch a NG-powered Granite for the construction segment in 2013, equipped with a Cummins Westport ISX12G spark-ignited engine, which can run on LNG as well as compressed natural gas (CNG). Volvo Trucks recently announced the development of its proprietary 13-liter LNG engine for North America. The company currently offers a NG-powered option for the Volvo VNM day cab and will offer a NG-powered version of the Volvo VNL day cab this year. Both models utilize spark-ignited engines.
followed a similar process when transferring the production from Redford to Mannheim, Germany, benefitting from the experienced production force in North America.”
Evans Cooling Systems marks endurance milestone A 1990 Freightliner running on waterless engine coolant from Evans Cooling Systems has traveled one million miles in 23 years without requiring a coolant change, coolant fill or the use of supplemental additives. Joe Umstead, an owneroperator, converted to the waterless coolant provided by Evans in the Detroit Diesel Series 60 engine when he purchased his new truck. Evans waterless coolant has a boiling point of 375 degrees F and at operating temperatures has a very low vapor pressure. The low pressure, according to the company, reduces stress on cooling system components and hoses, and without water metals in the engine do not suffer the effects of corrosion, electrolysis or cavitation erosion.
Freightliner Custom Chassis expands Newmar partnership The successful product partnership between Newmar and Freightliner Custom Chassis Corp. (FCCC) has been expanded, the companies announced. Newmar will now offer Essex motor home models on the SL chassis from FCCC. The SL features a Detroit Diesel DD13 engine, a Neway air suspension and Sachs shocks. The partnership between Newmar and FCCC began several years ago, and has grown to include the availability of FCCC chassis under several models, including Ventana, Ventana LE, Dutch Star, Mountain Aire and now Essex.
Rapid Response: 800-930-7204 ext. 51018
GE Capital, Carfax build safety recall reporting system To develop real-time reporting for fleet managers detailing safety recalls, GE Capital Fleet Services and Carfax have announced an agreement for GE to have access to Carfax vehicle data from more than 30 OEMs. GE will use the data to identify vehicles in its customer fleets with recalls that have not been performed. The Carfax data will be presented in a customized web report that provides open recalls across each specific fleet. 18 June 2013 | Fleet Equipment
Currently, recall notices are distributed by manufacturers to vehicle operators, putting the initiative to bring vehicles in for servicing on individual drivers rather than fleet managers, a process GE says can result in non-uniform handling of recalls across a fleet.
Prestone launches rewards program Coinciding with Prestone Products Corp.â€™s recent introduction of its Prestone Command Heavy Duty Antifreeze/Coolant products, and to recognize channel partners, the company has announced the new Prestone Command Rewards program. To enter the rewards program, one must purchase a total of 600 gal. of Prestone Command Antifreeze in either Extended Life or Extended Service formulations and fill out an online entry form. Through Nov. 30, channel partners earn one point for every gallon of Prestone Command Heavy Duty Antifreeze/Coolant they sell and can redeem those points for gift cards, golf equipment, electronics, appliances, sporting equipment, outdoor gear and more. The top 10 highest sellers by volume can earn a trip for two to Puerto Rico and the PGA Puerto Rico Open at the Trump International Golf Club.
WABCO to supply air compression technology
Rapid Response: 800-930-7204 ext. 51019
WABCO Holdings Inc. announced it plans to introduce its c-comp compressor with integrated clutch to the North American market in 2013. The company already is supplying c-comp compressors to two global manufacturers of commercial vehicles headquartered in Europe. WABCOâ€™s ccomp features a compact design and employs on-off control that only draws power from the engine during the pumping phase. Disengaging the compressor through a pneumatic signal when no air is needed, according to the company, can result in fuel savings of up to 145 gal. in long haul operations of 125,000 mi. annually. / www.FleetEquipmentMag.com 19
New Sprinter van unveiled
Rapid Response: 800-930-7204 ext. 51020
The new Sprinter van, which will be branded under both the Freightliner and Mercedes-Benz name plates, has made its debut. Referring to the advanced styling and new features of the van, Claus Tritt, general manager of commercial vehicles at Mercedes-Benz, said, “A van like this will be the business card of our customers.” The 2014MY Sprinter Van has a new look and is now even more economical, safer and environmentally friendly. The new standard engine is a 4cylinder diesel engine with a 7-speed automatic transmission, with the familiar V6 diesel powertrain available as an option. New safety features raise the already exemplary standard of safety to an even higher level. Since 2010, all Sprinters in the U.S. have been powered by BlueTEC diesel engines, marking the first-ever use of super-clean BlueTEC technology in the commercial van market. The BlueTEC diesel engine is as clean as a modern gasoline engine, according to Mercedes-Benz. In addition to the familiar V6 diesel engine, the 2014MY Sprinter now features a 2.1-liter fourcylinder diesel engine as standard equipment. It produces 161 HP and 265 lb.-ft. of torque at 1,400-2,400 RPM. With an 83 MM bore and a 99 MM stroke, the engine features an undersquare configuration in the interests of high tractive power. Maximum torque is available right from low engine speeds and over a broad engine speed range. The engines attain both a high specific power output and high torque. This downsizing is crucial to low fuel consumption, accompanied by low emissions and optimum weight. A Lanchester balancer with two counter-rotating shafts, the camshaft drive positioned further to the rear, and a two-mass flywheel all contribute to the engine’s extremely smooth running characteristics. 20 June 2013 | Fleet Equipment
A combination of exhaust gas recirculation with two-stage cooling and the SCR technology with AdBlue injection for the BlueTEC engines and a particulate filter ensures clean exhaust emissions, the maker added. There is an optional V6 diesel motor (188HP, 325 lb.-ft.) with a displacement of 3.0 l. The undersquare engine (bore x stroke: 83 x 92 mm) is based on an aluminum crankcase with a V angle of 72 degrees. Offset rod journals and a balancer shaft result in an extremely smooth-running engine. Its technical refinements include a total of four duplex chain-driven overhead camshafts and common rail injection with piezo injectors and eight spray holes per nozzle. The 4-cylinder Sprinter features a 7-speed automatic transmission with torque converter, which the maker said is the only 7-speed automatic transmission featured in a van anywhere in the world, for maximum fuel economy. The improved damping technology results in a lower tendency to generate noise and hum. The reduced slip on the lockup clutch gives a more direct connection to the accelerator pedal and therefore provides greater agility. A key focus in developing the new Sprinter was a range of new assistance systems–including world premieres in the van segment. New available features to be premiered with the new Sprinter are Collision Prevention Assist, Blind Spot Assist, Highbeam Assist and Lane Keeping Assist. This array of new assistance systems underscores Mercedes-Benz Vans’ pioneering role in safety technology and is a driving force behind innovative developments, the company said. The new Mercedes-Benz Sprinter will be available to order starting in June, with deliveries scheduled for September. /
Rapid Response: 800-930-7204 ext. 51021
Equipment Management BY TOM GELINAS | EDITORIAL DIRECTOR
Today’s low rolling resistance tires are designed to optimize fuel efficiency while delivering satisfactory traction and durability
Not your daddy’s F
uel-efficient commercial tires have been available for many years. However, when fuel was selling for something in the neighborhood of a dollar per gallon, most fleet managers weren’t too interested in paying a premium for an unknown technology. As it turns out, those folks made the right decision in most cases. While there were a few products available as far back as 20 years ago that were designed from the ground up to have low rolling resistance, many others were standard tires with nothing more than a new tread compound and a shallower tread design. That, however, is no longer the case. Guy Walenga, director of engineering for commercial products and technology at Bridgestone Americas Tire Operations, says, “When EPA first started its SmartWay program, we offered fuelefficient tires, but we were taking normal tires and modifying them to be more fuel-efficient. That usually meant a different tread design and a different
22 June 2013 | Fleet Equipment
tread compound. A lot more goes into making a fuel-efficient tire now than back then. The concept is the same, but now it’s done with a great deal more detail, and we look for every way that we can to get more fuel economy out of a tire. To do that we need to decrease the rolling resistance.”
Product development Curtis Decker, product development manager for the North American region of Continental Commercial Truck Tires, offers a similar narrative. He says,
Continental truck tire product manager Johnny Cape explains fuel-efficient tire construction to a show attendee at the 2013 Mid-America Trucking Show.
“When we started developing low rolling resistance tires, we began with the tread compound because that is where we saw we would get biggest bang for the buck. Then we moved to other parts of the tire, such as the material makeup of the body ply and the sidewall rubber construction. All of this impacts rolling resistance, although in smaller amounts than the tread compound, so we combine improvements in all of these areas to achieve the most desirable rolling resistance.” It also is the case that the most desirable rolling resistance is not going to be the lowest possible. William Estupinan, vice president of technical service at Giti Tire (USA), says, “The goal of a tire manufacturer, when designing a low rolling resistance tire, is to achieve a balance between low rolling resistance and other performance characteristics of a tire—cornering, braking, wet and dry traction, wear rate and the absence of chipping in chunking. It took manufacturers several
Tips to identify a PreSet hub
tires years to come up with formulas of silica, carbon black and filler materials that can be used to achieve a design that offers both low rolling resistance and good traction.” Users also understand the advances made by tire manufacturers. Pat Martindale, vice president of field maintenance for Penske’s South Central Region, says, “Early on, when tire manufacturers were first introducing this technology, they were under pressure from the government, as well as users, and took advantage of the fact that as a tire wears down, it becomes more fuel-efficient. This is true for any kind of a tire, standard tires as well as fuel-efficient tires. Some manufacturers introduced fuel-efficient tires with shallower tread. The result was that you had a fuel-efficient tire, but gave up tire life. “That is not the case anymore,” Martindale adds. “Tire manufacturers have come out with much improved technology. They have changed both design and tire compound. You’re
The experts at SKF have provided details on how to identify a PreSet hub assembly and ensure proper wheel end service for safe operation and optimized service life. There are three different types of wheel ends found on the road today and each of these wheel ends has specific service requirements: • Category 1: Conventional wheel assembly with seals and bearings that are manually adjusted using a dial indicator. • Category 2: Pre-assembled hub assemblies that include a spacer and are serviceable and pre-adjusted. A PreSet hub assembly falls under this category. • Category 3: Unitized hub assemblies are non-serviceable. Complete hub assembly must be replaced. Here are a few tips for identifying a ConMet PreSet hub assembly: 1. PreSet hub assemblies always utilize a bolt-on style hubcap for the steer and trailer axles. This alone does not conclude that the wheel end is PreSet because conventional wheel ends often have bolt-on style hubcaps. However, unitized wheel ends are equipped with a threaded or spin-on hubcap. So if the hubcap is threaded, you can rule out PreSet. 2. Only preassembled ConMet PreSet hub assemblies are always equipped with a spacer. So, if the ConMet wheel end contains a spacer, you can conclude it is a PreSet hub assembly. PreSet hubs include assembly and/or casting part numbers. There may be other numbers surrounding these, but the part number will always start with 10 and after that there will be either 6 or 8 digits. Either part number can be entered into ConMet online hub catalog at https://vdm.conmet.com/HubCatalog and the description will be displayed. A PreSet hub assembly will always include the description that bearings are half-stand. SKF offers seals and bearings for categories 1 and 2 and a complete rebuild kit for PreSet hub assemblies (category 2), the company said.
starting to see the introduction of products with deep tread life, as well as fuel efficiency built in. Such products offer the best of both worlds. The earlier disadvantages to fuel-efficient tires are being eliminated. There is also a growing inventory of tire designs that have fuel efficiency built into them.” Tire manufacturers have made design changes in the structure of the tire itself. These new tires are the result of changes in both design and tread compound and result in lower rolling resistance. While they are not substantially different from standard tires, they do have different components and design changes. Tire manufacturers have learned a lot over the last few years as this technology has developed. Martindale said, “I expect these designs to become the standard over the next few years. Fuel efficiency is already built into almost all the tires we use. We’re all interested in utilizing that most fuel-efficient truck possible, and tires are one of the components that can yield better fuel efficiency.”
Bridgestone’s Walenga puts it another way: “Even 10 years ago, people thought there had to be a trade-off. To get a tire with better fuel economy, you would get less tread mileage, casing durability, poorer wet traction or retread ability—but that is no longer the case. As we develop a new low rolling resistance tire for the commercial industry, we will not offer it to the market if it trades off any of what I consider are more traditional measures of performance. We have to increase the fuel efficiency and, at the very least, keep those traditional measures where they are or, better yet, improve those traditional measures as we improve fuel economy.”
Where’s the payback? Paul Crehan, director of product marketing for Michelin Americas Truck Tires, says, “For most fleets, fuel costs represent the single highest non-payroll operating expense. Rolling resistance accounts for approximately a third of fuel costs. The lower the rolling resistance, the less fuel consumed. A
Improving the ride for better fuel economy The next generation of Allison electronic controls offers a variety of features to further improve fuel economy and vehicle efficiency for the specific needs of any application. These include Load-Based Shift Scheduling, Reduced Engine Load at Stop, Shift Energy Management, Vehicle Acceleration Control and the new Enhanced Converter Load Reduction. The new Allison 5th Generation Electronic Controls feature enhanced programming and new shift selectors with greatly enhanced graphical displays that show both text and symbols, the company said. Along with the new-look Pushbutton Shift Selector, there is an all-new Bump Lever Shift Selector featuring a “bump” position that provides quick and easy selection of a specific range. Allison added its engineers also focused on upgrading the transmission control module (TCM) hardware and software for faster, more precise processing capabilities. Embedded in the 5th Generation TCM is a new inclinometer, which enhances vehicle productivity and efficiency in stop-start operations. The inclinometer’s precision and re-
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3% reduction in rolling resistance translates into a 1% fuel savings or an increase of about .05 MPG. Low rolling resistance tires can offer both performance and fuel savings.” When the EPA launched its SmartWay Partnership, it was primarily a way to decrease exhaust emissions from commercial vehicles. The idea was simple. A truck that burns less fuel will
24 June 2013 | Fleet Equipment
sponsiveness makes Load-Based Shift Scheduling even faster and more accurate, resulting in increased reductions in fuel consumption. The new system also provides two additional acceleration levels via Vehicle Acceleration Control, which allows for an even greater ability to improve fuel economy and moderate aggressive driving practices. “The combination of Allison Transmission’s Continuous Power Technology and the latest 5th Generation electronic controls is the best way to provide our customers with enhanced fuel economy as well as improved vehicle performance, fleet productivity and efficiency,” said Steve Spurlin, executive director of application engineering and vehicle integration for Allison Transmission.
generate less pollution. Fleets were attracted to the program because of its potential to save money and began spec’ing SmartWay-certified products to include low rolling resistance tires. As Giti Tire’s Estupinan puts it, “The SmartWay Program triggered the interest of tire manufacturers to develop products compliant with the Program’s certification criteria.”
According to SmartWay, equipping a new tractor trailer with low rolling resistance tires could cut up to five metric tons of greenhouse gas emissions per year. Of even greater interest to most fleet managers, such a move also can result in an immediate fuel savings when compared to a rig with standard tires. Recent tests of low rolling resistance tires indicate a potential fuel economy improvement of 2% to 5% compared to conventional dual tires. Tire rolling resistance accounts for nearly 13% of the energy used by most over-the-road trucks with standard dual tire assemblies on drive and trailer axles. The use of low rolling resistance tires, either single-wide or energy-efficient dual tires, can improve that figure considerably. In particular, a wide single tire and wheel combination is lighter than two standard tires and wheels. Total weight savings for a typical combination truck using wide single tires on its drive and trailer axles ranges from 800 to 1,000 pounds. That weight savings could either reduce the truck’s fuel consumption or increase cargo capacity for operations that are weight-limited. Single wide tires also have lower rolling resistance and aerodynamic drag than a dual configuration.
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Equipment Management And in the city?
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Can the use of low rolling resistance tires be beneficial to a city fleet? Possibly. Like so many other things, it depends on the particular operation. The optimal application for fuel-efficient tires, of course, is in long-haul operations. When we get into regional or city applications we must contend with slower speeds, tire scrubbing and tight turning applications. The fuel saving benefit offered by the use of low
rolling resistance tires is highly diminished. Continental Tire’s Decker says, “Applications in the city environment have a wide range of possibilities. No matter what, city operations are going to reduce fuel efficiency. Starts and stops, idling, aggressive acceleration and hard braking all rob energy and mitigate the advantage of going with fuelefficient products. However, there are certainly some city operations that will
Add life and performance to tires According to M&R Tire Products, its Magnum Plus Tire Balancing Compound offers a great way to maximize the tread life and performance of your truck tires by keeping them balanced throughout their life at a very economical cost. Magnum Plus tire balancing compound consists of ultra-smooth microbeads that are placed in the tire during installation. As the tire rotates, the microbeads are dispersed around the tire through centrifugal force, ready to offset vibrations caused by imbalance in the tire/wheel assembly, the company notes. Operating on the principle that “every force creates an equal and opposite force,” Magnum Plus microbeads react to the outward force created by any heavy spot on the tire assembly, by moving in the opposite direction until the force is neutralized. They then remain in place while the vehicle is in motion, and re-adjust their position whenever road or vehicle conditions change, the company said. The microbeads are very durable, thereby ensuring an accurate balance throughout the life of the tire, the maker added. They can be re-used in retread tires at no extra cost to the operator. Magnum Plus microbeads are compatible with tire pressure monitoring systems, and do not require special filtered valve cores. For more information, visit www.magnumbalance.com. benefit by using low rolling resistance tires. For example, a grocery fleet that travels into the city from a remote distribution center and then stops only three or four times before it goes back to the center might well be able to utilize the advantages offered by fuel-efficient technologies.”
Any disadvantages? Not everyone agrees on the subject
26 June 2013 | Fleet Equipment
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of when not to use low rolling resistance tires. Michelin’s Crehan says, “There needs to be a consideration of the operating environment and an understanding of how the tire can contribute to the success of the fleet. A tire’s performance must sync with the nature of its operations, to its drivers and their habits, to its driving locations, to its maintenance habits, and to its budget and priorities, such as fuel costs. “For example, if a fleet operates under winter conditions, it will be inclined to utilize a tire designed for snow traction. A refuse company will lean toward a tire designed for a hostile environment, while a logging company will seek a tire designed for on/off-road applications. Such applications will not necessarily be too concerned with rolling resistance benefits. Knowing the fleet’s application will be critical in selecting the correct tire.” On the other hand, Brian Buckham, marketing manager at Goodyear Commercial Tire Systems, says, “There are no disadvantages to using low rolling resistance tires in city operations, or longhaul operations, for that matter.” He urges
28 June 2013 | Fleet Equipment
Increased tire mileage increases fuel efficiency
Minimizing irregular wear is the key to maximizing tire mileage, notes International Marketing Inc., maker of Equal. By maximizing even tire wear, a fleet can take advantage of the most fuel-efficient 32nds of tread. This is most evident with drive tires; due to the higher initial tread depth, drive tires have an increased opportunity for irregular wear. A balanced tire resists irregular wear more than an unbalanced tire, but needs to maintain balance to achieve optimal wear and fuel economy. Internal balancing compounds, like Equal, go beyond balance to reduce causes of irregular wear at the tire and wheel assembly by continuously adapting to changes in the speed, load and road conditions. that fleets consult with their commercial truck tire dealer before choosing tires for their trucks, as they are in a position to make knowledgeable recommendations based on tire application, truck usage and other factors. Giti Tire’s Estupinan sees a growing interest in fuel-efficient tires specifi-
Rapid Response: 800-930-7204 ext. 51029
Servicing pre-adjusted wheel ends: The dos and don’ts According to Timken, how you service pre-adjusted wheel-ends determines how well they perform. To service for maximize performance, follow the DOs and DON’T list below (Note: A pre-adjusted wheel-end can be identified by a spacer between the inner and outer bearings):
What to do... • Thoroughly clean the hub and all components during routine service intervals or when maintenance is required. • Inspect the seal, bearings, hub and spacer for unusual wear or damage. • Replace the seal whenever the hub is removed from the spindle. • Replace all the bearings (cone assemblies and cups) and the spacer if they exhibit any sign of distress or damage. Timken recommends that the cups, cones and spacer be replaced together to help maximize performance. • Replace with same type of lubricant or compatible original equipment manufacturer (OEM) approved lubricant. • Follow your hub supplier or OEM’s service recommendations and procedures. • Use exact supplier part number replacement bearings with pre-adjusted systems.
What not to do... • Don’t use the spacer if you are converting your pre-adjusted hub to a traditional adjustable wheel-end system. • Don’t use industry standard components for pre-adjusted systems. If replacement parts are required, always use OEM-specified service parts to help maximize performance. To make it easier, replace the bearings and spacer together. • Don’t reuse components that are damaged or excessively worn, especially the bearings, spacer, seal and spindle nuts. • Don’t mix oils and greases. These tips can help avoid safety problems and limit the amount of unnecessary wheel-end maintenance.
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cally designed for short haul applications, as well as city delivery. “The need for fuel economy in city operations is certainly not as pronounced as it is for long haul fleets, but the desire for fuel economy does exist in many of these
30 June 2013 | Fleet Equipment
applications,” he says. Everyone agrees that today’s low rolling resistance tires are not the same as those your daddy might have purchased. Will such designs become the industry standard in the future? Proba-
bly, if the price of fuel doesn’t moderate. Should they be used in city operations? Sure, if the fleet’s daily mileage makes them advantageous. You need to do some homework to figure it out if they’ll work in your operation. /
Rapid Response: 800-930-7204 ext. 51031
BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
Tire pressure monitoring systems (TPMS) manage air pressure and much more Hendrickson Trailer Suspension Systems
keep up the pressure
he number of options available today to fleets for tire pressure monitoring systems (TPMS) is a clear indication of the benefits that can be realized from these solutions. It is widely known, for example, that properly inflated tires improve fuel efficiency and experience longer tread life. While those benefits alone can add up to real savings, handling and braking also is negatively impacted when tires are under- or over-inflated, potentially compromising safety. Additionally, improper pressures can lead to tire failures, which in turn can raise costs for road calls and downtime.
TPMS technologies come in a variety of system types and solutions: Meritor Tire Inflation System (MTIS) by P.S.I. The fully automatic Meritor Tire Inflation System (MTIS) by P.S.I. uses 32 June 2013 | Fleet Equipment
Meritor Tire Inflation System (MTIS)
compressed air from the trailer air supply, which is routed to a control box and then into each axle. Acting as a conduit, the axles carry air through a rotary union assembly at the spindle end, which then distributes the air to each tire as needed. The system can be installed as new or retrofit on any type of trailer. The ThermAlert option for MTIS warns drivers of excessive wheel end heat. The high-temperature protection
solution uses a thermal screw that melts if the wheel end reaches abnormally high temperatures, allowing air to escape through the hubcap tee vent and triggering the systemâ€™s warning light. In addition, when the driver exits the cab, an audible signal can be heard at the suspected wheel end. MTIS is compatible with the Meritor WABCO PLC Display for tractor-trailer communications, as well as other telematics devices. www.psi-atis.com www.meritor.com Hendrickson Trailer Suspension Systems An option for its Intraax and Vantraax trailer suspension systems, Tiremaax Pro from Hendrickson continuously monitors and adjusts tire pressure by inflating or deflating tires based on changing environmental conditions, as well as balancing tire pressures at
Rapid Response: 800-930-7204 ext. 51033
every wheel position. Tiremaax Pro features a mechanical design that draws from the trailer air supply to keep tires properly inflated. If the ambient temperature increases, the system will release air to prevent over-inflation. The system employs a rotary air connection that is integrated into the hubcap and a pneumatic controller to direct air to tires that fall below a preset pressure level. A signal light illuminates when attention is required to alert the operator of tire or system leaks. www.hendrickson-intl.com
Rapid Response: 800-930-7204 ext. 51034
Bendix Commercial Vehicle Systems The SmarTire Tire Pressure Monitoring System (TPMS) from Bendix CVS now offers trailer wheel-end monitoring and integration with the companyâ€™s SafetyDirect system. The recently released SmarTire Trailer-Link TPMS wirelessly transmits alerts, pressure and temperature information for trailers directly to the tractor. SafetyDirect allows
34 June 2013 | Fleet Equipment
Bendix Commercial Vehicle Systems
fleets and drivers to view real-time tire alerts, and pressure or temperature data, via an in-vehicle display or integrated OEM dashboard, and remotely by using the SafetyDirect portal. The latest version of SmarTire for tractors automatically detects the Trailer-Link so no driver intervention is necessary. If the tractor is not equipped with a SmarTire system, a lamp mounted to the nose of the trailer, where it can be seen in a sideview mirror, will blink to notify the driver of a tire problem. SmarTire for
trailers is available through trailer manufacturers and as a retrofit kit. www.bendix.com Continental Tire the Americas Following a year of testing in fleets across the U.S., Continental Tire the Americas has rolled out its ContiPressureCheck system. Jointly developed by the companyâ€™s Commercial Vehicle Tire, Body and Security and Commercial Vehicles & Aftermarket business units, the system utilizes sensors mounted inside
Rapid Response: 800-930-7204 ext. 51035
Underinflation: Enemy #1
The tire experts at GT Radial refer to an article in a magazine that stated that 80% of all tire failures were related to underinflation. The article appeared in 1928. So 85 years later, not much has changed! With the summer season approaching in many areas of the country, this is a good time to remember that maintaining proper tire air pressure has never been more important. GT Radial states that having the proper pressure to carry the load is important all year long, but with underinflated tires, scorching temperatures can create a tire failure surprisingly fast. Under-inflated tires can lead to: • Increased sidewall flex • Increased heat buildup • Reduced wet performance • Faster wear
• Irregular wear • Increased fuel consumption (10 PSI = 1% MPG in TBR tires) Over-inflation causes: • Reduced shock absorption
• Suspension wear • Irregular wear • Loss of traction in turns • Vulnerability to cutting/impacts • Lower level of comfort
Why is it important to check cold inflation pressure as frequently as possible? Because truck tires lose up to 2 PSI/month, and because truck tires change 1 PSI for every 10 degrees F temperature change and every 2,000 ft. altitude change. What you need to correctly check truck tire air pressure: • Tire size, load rating • Actual maximum load per axle • Number of tires per axle
• Maximum speed during operation • Tire manufacturer’s data book on tire or Industry Standards (TRA, ETRTO)
• Service conditions (on-highway vs. off-highway)
tires to provide temperature and pressure readings. Compatible with all makes of commercial tires, ContiPressureCheck includes sensors, a communications system and processing in a single module that is contained inside a rubber container and glued to the inner surface
Continental Tire the Americas
of the tire. Alerts and warnings are displayed inside the cab for tractor and trailer tires. www.contipressurecheckusa.com
Rapid Response: 800-930-7204 ext. 51036
Stemco With the AirBAT Tractor Interface Module from Stemco, tire pressures are monitored every two seconds and wirelessly transmitted to the cab, alerting drivers as soon as a low tire pressure is detected. At the same time, SMS text and email alerts are sent to maintenance personnel. The Tractor Interface Module connects with a single cable while AirBAT sensors monitor pressure in all tires on the tractor and/or trailer. Alert levels with the system are adjustable. Also available are a Gate Reader, which automatically collects sensor data at selected locations such as entry or exit points, maintenance facilities or fuel islands, and downloads to the WebBAT information manager for real-time monitoring and analysis. Tire information can be captured manually, as well, by using the company’s HandBAT device, a manual reader used to capture sensor and fuel usage information. Data from the device can be downloaded to WebBAT and stored in the handheld unit. www.batrf.com 36 June 2013 | Fleet Equipment
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The right balance for optimum fuel efficiency Counteract Balancing Beads notes that its technology allows this product to respond and react to wheel imbalances “on the fly,” keeping the entire wheel assembly balanced for the life of the tire. According to the company, because of a unique, high-tech balancing process, much less friction is created within the moving tire—drastically lowering the operating temperature of the rubber, in turn increasing tire life. Counteract offers a “bag-in-bag” drop-in system for ease of application, however, this product can also be installed through the valve stem and is compatible with TPMS and inner tube tires. According to the company, shop owners and managers see a better end result on their tire sales when balanced with Counteract—less returns, less complaints, better overall reputation and better customer retention. On the same token, more and more fleets are finding increased fuel economy and incredible tire longevity and are beginning to demand this product, the maker said. More information is available at www.counteractbalancing.com
Tire Stamp TireVigil TPMS and TireVigil TPMS Trailer from Tire Stamp incorporate wireless technologies that provide remote diagnostics so fleet maintenance personnel, as well as drivers, are aware of developing tire problems. Every alert for underinflation, overinflation, overheating, and differences in dual tire pressures from the systems also include the vehicle’s last known location. Alerts and reports can be sent over smartphones, tables or any Internet connected device to anyone the fleet chooses, including tire service providers. TireVigil TPMS Trailer automatically connects to TireVigil
TPMS on the tractor when the trailer is hooked, so trailer tires are recognized and monitored automatically. TireVigil TPMS Trailer monitors an unlimited number of tires, in standard dual or wide base sizes, and accommodates a wide range of trailer configurations including dry vans, reefers, tankers, flatbeds, livestock, auto carriers, dry bulk and dump models. www.tirestamp.com Ride-On The Ride-On LED Smart Cap Tire Pressure Monitoring System (TPMS) from Inovex Industries consists of a valve cap that automatically calibrates itself to a tire’s pressure, and
Rapid Response: 800-930-7204 ext. 51037
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provides visual alerts using a blinking red LED if a tire is low on air. Installation requires only setting a tire’s desired inflation pressure. The LED Smart Cap alerts drivers and maintenance personnel if a tire’s pressure drops by more than four or eight PSI, depending on the model. The LED Smart Cap, available in two versions for tires with pressures ranging from 30 to 170 PSI, can compensate for ambient temperature changes. The cap, which flashes yellow when its batteries are low and need to be replaced, cannot be removed without a key or special tool. www.ride-on.com
Advantage PressurePro The PressurePro line of tire pressure monitoring solutions is comprised of sensors, which replace valve caps, and an in-cab monitor, which provides tire pressure information and alerts to low and high pressure situations. Low pressure warnings include an alert at a 12.5% drop in pressure and again at a 25% drop, although fleets can customize alert levels from 10% to 45% in 5% increments. Additionally, an alert is provided when a tire reaches the temperature at which rubber components start to break down. Standard data logging capabilities of PressurePro products allow users to download time stamped pressure and temperature information. The solution also has the ability to utilize remote monitoring options through partnerships with providers of incab communications systems. www.pressurepro.us Mobile Awareness Still in development with an expected release late this year, a new TPMS offering from Mobile Awareness will offer temperature (within 1º C) and pressure (within 1% PSI) sampling every 10 seconds and realtime reporting when an out of range reading is recorded. Otherwise, the system’s report module, which combines collected data with CAN bus information, will report every 90 seconds. Also under development are a color touch screen and the ability to download other apps. www.mobileawareness.com
Rapid Response: 800-930-7204 ext. 51038
Money well spent TPMS provides a means of keeping tires properly inflated. By some estimates, underinflation of as little as 10% results in a 1.5% drop in fuel economy. Industry wide, underinflation and resulting excessive heat are responsible for 90% of tire failures, and almost half of all road calls are tire-related. In some cases, by eliminating a single road service call, TPMS can pay for itself. Initially, the price of a Tire Pressure Monitoring System may cause some fleets to hesitate, but as manufacturers are quick to point out, it can be money well spent. / 38 June 2013 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 51039
Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR
P PepsiCo North America Beverages is fielding fleet technology that helps improve productivity and fuel efficiency, and enhance cost effectiveness
epsiCo’s commitment to environmental sustainability is “finding innovative ways to cut costs and minimize our impact on the environment through energy and water conservation and reduction of packaging volume.” With about 100,000 distribution routes and approximately 10 million outlets served directly or through bottlers worldwide on a regular basis, the impact that the PepsiCo fleet can have is significant. That is especially the case for PepsiCo North America Beverages, notes Roland Bailey, CTP, fleet manager. PepsiCo North America Beverages manages the manufacturing, sales and distribution of PepsiCo beverages in the U.S. and Canada, handling approximately 75% of PepsiCo’s North American beverage volume. “We operate a very diverse fleet across all our brands and fuel savings are one of the
Delivering Roland Bailey CTP Fleet Manager 40 June 2013 | Fleet Equipment
major factors that influence our purchasing and specification decisions,” Bailey explains. “Customer requirements, life cycle cost, technology, and service and parts support are factors as well,” Bailey continues. “The choices we make differ by type of asset, and by our planned trade cycles. Typically, we operate long haul tractors for five years or 750,000 miles and power units in P&D operations can be in service for many more years.” Long service life also is the case for the four different models of trailers in use at PepsiCo North America Beverages, which generally last 18 to 20 years in the fleet. Included are 40-ft. sheet and post and 40-ft. high base
rail composite dry vans equipped with lift gates for delivery operations. In addition, there are 53-ft. lightweight, high base rail composite and sheet and post units used in over the road service.
Informed decisions “Working with suppliers to evaluate new systems and components allows us to see real world results in our own environment,” Bailey says. “That way we can make more informed product
PepsiCo is a global food and beverage leader with net revenues of more than $65 billion and a product portfolio that includes 22 brands that generate more than $1 billion each in annual retail sales. Its main businesses include Quaker, Tropicana, Gatorade, Frito-Lay and Pepsi-Cola foods and beverages.
ciently decisions and accurate return on investment calculations prior to making wholesale decisions on purchases. “For example,” Bailey explains further, “one of our new go to market strategies utilizes tandem axle dry van trailers to deliver products to customers. In this environment, as in our previous bay trailer delivery system, we work off a diminishing load. We drop 20% to 60% of our weight early and then deliver to smaller accounts for the rest of the day until the trailer is empty.
“Under our new strategy,” Bailey continues, “we use only dry van trailers on all routes to make early morning deliveries to bulk accounts first, rather than using those vehicles for large dedicated stops and bay trailers for deliveries to smaller customers. The challenge in that strategy is that we only need tandem axle capability for a short period of time during the first part of the day.”
The answer for PepsiCo North America Beverages is the SAF CBX40 AutoPosiLift automatic axle lift system from SAF-Holland, which is now being specified on all four types of trailers used in the operation. “The Auto-PosiLift system allows us all the benefits of tandem axle capability only when it is needed and takes the front axle out of play when our trailers’ axle weight reaches 18,000 lbs. on the rear suspension,” Bailey explains. “The lift system also takes driver in-
Pepsi Beverages Company Tractor Specifications Model: International 4400 SBA 4X2 Wheelbase: 152 in. Engine: International MaxxForce 9L Transmission: Allison 3000 Front Axle: Meritor Wide Trac Front Suspension: spring Rear Axle: Meritor RS-23, 23,000 lb. Rear Suspension: air ride Wheel Seals: Stemco Brakes: Meritor ABS: Bendix Automatic Slack Adjusters: Meritor Wheels: Accuride, steel disc 5th Wheel: Fontaine Air Dryer: Bendix AD-IS Fan Clutch: Horton Starter: Mitsubishi Alternator: Bosch 160 amp Lighting: LED Fuel Tank: single 50 gal. Paint: Pepsi White
Pepsi Beverages Company Dry Van Trailer Specifications
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Models: Great Dane, Hyundai; 40-ft. sheet and post, 40-ft. high base rail composite; 53-ft. sheet and post, 53-ft. high base rail composite Heater (option): Thermo King Doors: 40-ft. Whiting roll up; 53-ft. Xxentria composite swing Floor: Havco Composite Landing Gear: Great Dane Model 60; Holland Atlas 55 Axles: SAF, sliding tandem Suspension: SAF CBX40 Air Ride with AutoPosiLift Wheel Ends: Stemco Platinum Performance; Discover Seals, Sentinel Hub Cap, Pro Torq Nut; Chevron Delo synthetic grease Brakes: Meritor Q-Plus; Abex linings Automatic Slack Adjuster: Meritor Parking Brakes: Haldex 30/30 Lifeseal chambers; Sealco control valve ABS: Meritor WABCO 2S/1M Tires: 295/75R22.5 TPMS: Meritor PSI Tire Inflation System with Therm Alert Gladhands: Phillips Qwik-E Lighting & Electrical: Truck-Lite LED lamps; Phillips Permalogic front receptacle Lift Gates (40-ft. models): Maxon, Holland tervention out of the equation,” he adds, “so we will never overload a single axle and never have to wonder if the front axle is deployed when it could be raised. That saves fuel, tires and brakes, increases suspension component life and lowers costs for wheel end maintenance.” 42 June 2013 | Fleet Equipment
Designed for varying load operations like those in beverage distribution, less-than-truckload, food service and other multi-stop fleets, as well as fleets running empty miles, the SAF CBX40 with the AutoPosiLift uses a unique electronic control unit with built-in functionality supplied by Meritor WABCO. A sensor in the system’s air spring supply line reads air spring pressure and determines whether to automatically raise the front axle or leave it in the down position. With the power on and trailer parking brakes released, the AutoPosiLift system is programmed to automatically lift the front axle in a trailer tandem a minimum of 4 in. when it senses that only one axle is necessary to carry the load. With the tractor power off, the trailer parking brakes engaged or in the event of a loss of power, the system automatically deploys the front axle to the down position. The position of the front axle remains constant when the vehicle is in motion.
Multiple strategies PepsiCo North America Beverages also is deploying multiple strategies and technologies to reduce emissions and idling and improve fuel efficiency. Among them, according to Bailey, are specifying only low rolling resistance replacement tires and using engine electronics to limit idle time to three minutes and to set top speed at 65 MPH on applicable power units. In addition, hybrid technology is being adopted where it fits operational needs. Furthermore, the fleet now includes Ford Transit Connect support
vehicles, which are netting a 4 to 10 MPG improvement over previous models, and full size cargo vans are being replaced by diesel powered Sprinters to gain an average of more than 10 MPG on every vehicle. Those kinds of fuel savings, and the other MPG improvements being realized at PepsiCo, are a key part of meeting the company’s commitment to “finding innovative ways to cut costs and minimize our impact on the environment through energy and water conservation and reduction of packaging volume,” Bailey says. /
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Goodyear enhances three tire lines Goodyear Tire & Rubber Co. said it has improved the G399A LHS Fuel Max, G572A LHD Fuel Max, and G392A SSD with DuraSeal + Fuel Max tires. All three tires, the manufacturer notes, feature Goodyear’s Fuel Max Technology, which delivers reduced rolling resistance for better fuel efficiency, as well as longer mileage to removal. The G399A LHS Fuel Max features four-belt construction and an outside tread shoulder compound that helps protect the tire’s pressure distribution groove and promote even wear. The tire is available in 11R22.5, 295/75R22.5, 11R24.5 and 285/75R24.5 sizes in both G and H Load Ratings. The G572A LHD Fuel Max features a 30/32-in. tread depth and Goodyear’s Tredlock Technology, which contains interlocking microgrooves that the company says help stabilize the tread for enhanced life. The tire is available in 295/75R22.5, 285/75R24.5, 11R22.5 and 11R24.5 sizes in Load Range G,
and in 11R22.5 and 11R24.5 versions in Load Range H. The G392A SSD DuraSeal + Fuel Max wide-base tire contains DuraSeal Technology, a gel-like substance built into the tire’s inner liner that instantly seals nail-hole punctures of up to 1/4-in. in diameter in the repairable area of the tread. The tire is available in a wide-base 445/50R22.5 size in Load Range L. Goodyear Commercial Tire Systems www.goodyeartrucktires.com
Rapid Response: 800-930-7204 ext. 51151 www.FERapidResponse.com
Continental showcases smartphone docking station The Flexible Smartphone Docking Station (FSDS) from Continental Commercial Vehicles & Aftermarket integrates drivers’ smartphones with vehicles using a Bluetooth connection. The FSDS consists of an integrated mechanical clamping system that can fit a wide variety of smartphones, and comes equipped with an app that integrates functions such as phone calls, maps, POIs, and other online services. The system includes an audio amplifier and a 5V power supply through USB for charging. / Continental Commercial Vehicles & Aftermarket www.conti-online.com
Rapid Response: 800-930-7204 ext. 51044
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44 June 2013 | Fleet Equipment
Rapid Response: 800-930-7204 ext. 51045
LED clearance/marker lamps available from Optronics
Rapid Response: 800-930-7204 ext. 51056
New Uni-Lite LED clearance/marker lamps, now being offered by Optronics International, are designed with dual-function capabilities for use in high-mount stop and turn applications. The lamps are available in P2and PC-rated versions to meet a variety of photometric requirements. According to the company, the UniLite 3/4-in. clearance/marker lamp lineup includes single-function red, single-function amber, dual-function red and dual-function three-lamp cluster red in a two-wire design with both a lead wire and a ground wire for mounting to all surfaces. The red and amber lamps are available as individual units or in a kit with a PVC grommet. Optronics International www.optronicsinc.com
Rapid Response: 800-930-7204 ext. 51157 www.FERapidResponse.com
Peterbilt enhances navigation and entertainment systems
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SmartNav, the proprietary navigation and infotainment system from Peterbilt Motors Co., now features expanded audio controls and 10 new virtual gauges. “SmartNav is designed specifically for the trucking industry, providing drivers with vehicle operational information, and navigation and infotainment features,” said Bill Kozek, Peterbilt general manager and vice president. “These new features expand its capabilities and bring more information and value to the operator.” SmartNav features a high-resolution, glove-friendly and scratch-resistant touch screen that allows drivers to easily operate the system. User interface capabilities and vehicle interface read-outs include audible and visual alerts and notifications, Bluetooth hands-free calling and audio streaming, vehicle diagnostics, and multiple entertainment options. Expanded capabilities of SmartNav include dead reckoning, which helps maintain the truck’s location when positioned in areas where the satellite signal is blocked, such as tunnels and urban environments, and increased availability of typical audio functions while in motion. Standard are engine oil and transmission temperature virtual gauges. Optional gauges include Air Filter Restriction, Fuel Filter Restriction, Suspension Load Pressure, Brake Application Pressure, Front and Rear Axle Oil Temperature, and an Ammeter. / Peterbilt Motors Co. www.peterbilt.com
Rapid Response: 800-930-7204 ext. 51158 www.FERapidResponse.com
46 June 2013 | Fleet Equipment
Stertil-Koni unveils wireless mobile column lifts With a lifting capacity of 18,000 lbs. per column, a set of Stertil-Koni ST 1082 Wireless Mobile Column Lifts can be configured for a capacity of 72,000 lbs. With its wireless capability, the Stertil-Koni 1082 requires no interconnecting cables. Up to eight of the wireless mobile columns can be configured in a single lifting set, and each column is equipped so technicians can control the vehicle height from any single column. The system is also powered by 24 VDC, so no external power source is needed. Additionally, the company notes, the hydraulic lifts feature a unique synchronization system that starts at a height difference of just 9/16th of an inch, ensuring safe and smooth lifting and lowering cycles, especially in cases in which vehicle weight distribution is unequal. Stertil-Koni USA www.stertil-koni.com Rapid Response: 800-930-7204 ext. 51160
Ranger introduces new automatic DataWand balancer
ancing every time, the company said. A soft-touch key pad and display panel includes dynamic, static and variable alloy settings and features dynamic tire and wheel graphics to help guide technicians through balancing procedures. A weight optimization feature automatically calculates the minimum amount of weight needed to achieve an optimal balance, so shops use less weight and increase profits, the maker added. BendPak Inc. www.bendpak.com Rapid Response: 800-930-7204 ext. 51163 www.FERapidResponse.com
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Ranger Products, a division of BendPak Inc., announced it is bringing another new wheel balancer to market. The Ranger DST64T is equipped with revolutionary DataWand and inner data set arm, allowing operators to quickly and automatically enter wheel parameter settings in less than three seconds for exact bal-
IPA introduces Digital Flow Meter Nozzle
Innovative Products of America www.ipatools.com
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Fleet color selector from Sherwin-Williams has 3,700 colors Sherwin-Williams Automotive Finishes is offering Color Works â€“ The Match Box, a chromatically arranged system of colors and refinish formulas in its Genesis product line for commercial vehicle, fleet and large truck paint refinishing. Color Works includes a selection of solid and effect/metallic colors matched to Genesis spray outs. More than 3,700 colors are arranged in 74 handheld decks, grouped by color family. / Sherwin-Williams Automotive Finishes http://genesis.sherwinautomotive.com/home
Rapid Response: 800-930-7204 ext. 51164 www.FERapidResponse.com
48 June 2013 | Fleet Equipment
Doug Basford email@example.com 330-670-1234, ext. 255
Don Hemming firstname.lastname@example.org 330-670-1234, ext. 286
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For transferring fuels while monitoring volume accurately in real-time, Innovative Products of America Inc. has introduced the Digital Flow Meter Nozzle (#9048). Safe to use on gasoline, diesel and kerosene, the High-Flow Digital Meter Nozzle provides an accurate method for transferringfuels by integrating a digital flow meter into a low-profile fuel nozzle. The meter and nozzle design features a display that is in direct line of sight with the point of fuel delivery and provides measures in gallons, liters, quarts or pints. Additionally, an inline wire mesh filter protects the meter, and prevents unwanted contaminants from being transferred.
YOUR AD HERE !
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Tom Staab 330-670-1234 ext 224 firstname.lastname@example.org
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Classifieds Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Fleet Equipment. Call now to order or to receive a free 2013 catalog 1-800-434-5141 www.autobodysupplies.com Rapid Response: 800-930-7204 ext. 51201 www.FERapidResponse.com
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ENGINE OIL DRAIN VALVE
DRAIN YOUR ENGINE OIL WITH THE TOUCH OF A FINGER
FUMOTO www.FumotoUSA.com Fumoto Engineering of America
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July • Equipment Technology The best engine for the job • Before & After(market) Buying new & used trailers • Aftermarket Insights Onboard diagnostics Call Jeff Stankard at
(330) 670-1234 Ext. 282 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (June 2013, Volume 39, Number 6): 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. © 2013 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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PostScript Dispelling myths about airflow
ecently, when GM introduced its allnew 2014 Sierra full-size pickup, the company announced that the truck spent more development time in a wind tunnel than any GMC pickup before it, which resulted in design changes that benefit both fuel efficiency and interior quietness. To achieve improved airflow, aerodynamic engineers like Diane Bloch examined every millimeter of the truck to find areas of improvement, debunking some popular myths along the way. To study the way air passes over, under and around the Sierra, engineers used General Motors’ state-of-the-art Aerodynamics Lab, a 750-ft.-long tunnel through which a 43-ft. diameter fan powered by a DC electric motor with the equivalent of 4,500 HP can generate winds of up to 138 MPH. “We can’t stop air; we can only guide it through the path of least resistance. It’s like electricity, without the shock,” said Bloch, GM aerodynamic performance engineer. “The biggest misconception is that it’s all about single components. But a certain side mirror design doesn’t create a certain amount of drag, its interaction with the rest of the vehicle does.” For example, a new air dam below the 2014 Sierra’s front bumper successfully reduces drag because it directs air toward the ground and away from the truck’s rough underbody. And the Sierra’s ducted flow path between the grille and radiator prevents air from swirling inside the truck’s front cavities. Even the top of the Sierra’s tailgate and the center high-mounted stop light are optimized to guide air cleanly around the truck. And because Bloch’s team detected unwanted airflow between the cab and bed, new sealing has been added. A long-disputed topic among truck owners is whether a tailgate raised or lowered is better for aerodynamics, but Bloch says a tailgate in the up position is more aerodynamically efficient. As air flows over the truck, it falls over the cab and pushes forward on the rear of the truck. With the tailgate down, the benefits of that airflow are diminished. /
Rapid Response: 800-930-7204 ext. 51053
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