American Trucker October by American Trucker

AMERICANTRUCKER.COM

OCTOBER 2015

BRAKE MAINTENANCE:

Disc vs. Drum

WASHINGTON UPDATE:

Parking solution search

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BUSINESS OF TRUCKING

Fixing our roads

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CONTENTS

October 2015 Issue

EDITOR’S PAGE

04 Restful sleep Is the split-sleeper rule making a comeback? PARTS & SERVICE

06 The latest in parts Autonomous trucks, custom styling and automatic lift axles WASHINGTON UPDATE

14 In the fast lane DOT kicks off efforts to improve truck parking

20 SHOP TALK

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COVER STORY

16 BUSINESS OF TRUCKING

16 Crumbling roads With highway funding running dry, government struggles to find viable solutions TIRE RACK

18 Foreign concerns Offshore entities are turning up the pressure on retreaders

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20 Disc vs. drum Brake options each come with their own set of maintenance requirements TRUCKS AT WORK

24 Solid foundation Standardization helps concrete fleet focus on what it does best SPOTLIGHT ON AN AMERICAN TRUCKER

26 Family accomplishment The Hunters have turned their small business into a big success

28 Air Force know-how Unit turns to in-house specialists to solve rust issue FOCUS ON

30 More power, less fuel High-output alternators are improving fuel efficiency READERS’ RIGS

32 Featured trucks Does your truck have what it takes? AMERICAN TRUCKER MARKETPLACE

33 Ready to roll Used trucks, trailers, parts & service VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

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EDITOR’S PAGE

Split-sleeper

COMEBACK? by Kevin Jones, editor kevin.jones@penton.com

IS THE HOURS-OF-SERVICE RULE collapsing under its own weight, or are the growing number of waivers the Federal Motor Carrier Safety Administration has granted part of the plan?

At issue is a recent exemption application from CRST Expedited, which would like team drivers to be able to split their sleeper berth periods. The company asks that these drivers be able to fulfill the sleeper berth requirement with two periods totaling at least 10 hours. CRST notes that many of their team drivers are new to trucking. These drivers have said that driving an entire 10-11 hour shif is too long and that they want the opportunity to switch with a partner more frequently. According to CRST, having the flexibility to switch allows each driver to take advantage of shorter time periods when they may feel fatigued. In exchange for the exemption, CRST says it will cap the behind-the-wheel time for each driver at 10 hours; will use EOBRs to track compliance; will equip all tractors with speed limiters set at 65 mph; and will equip new trucks with collision avoidance technology.

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Seems entirely reasonable. In granting the request, FMCSA would show that the regulator can bend the rules when it makes sense. Except such flexibility opens FMCSA to criticism from those

brings us back to the issue of whether HOS needs to be revisited in its entirety rather than tying the agency up with request afer request for exemptions. Because they’re just going to keep coming.

In granting split-sleeper waivers, FMCSA shows the rules can be flexible who say the agency is too cozy with trucking, while others will argue that, with these substantial waivers, maybe the whole rule needs to be reconsidered. So it would seem the least troublesome decision would be to deny the split-sleeper request, maintain the status quo, and move on. Except earlier this year, FMCSA approved a very similar request, so the precedent is out of the bag.

The problem for FMCSA may well be that it’s going to be a lot easier to manage exemptions than to try to come up with a new hours-of-service rule that works better and isn’t substantially more complicated. We’ll see. In the meantime, give credit to FMCSA for the incremental corrections. And truckers, get those exemption applications ready.

And that makes the CRST application a pretty good bet for approval—which

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PARTS & SERVICE

AMERICANTRUCKER.COM PHONE 203 358 9900 TOLL FREE 800 776 1246 FAX 203 358 5819 REGGIE LAWRENCE MANAGING DIRECTOR, TRUCKING GROUP EDITORIAL STAFF

Freightliner certiﬁes drivers for self-driving truck by Kevin Jones, editor

JIM MELE EDITOR-IN-CHIEF jim.mele@penton.com KEVIN JONES EDITOR kevin.jones@penton.com SEAN KILCARR EDITOR-AT-LARGE sean.kilcarr@penton.com BRIAN STRAIGHT MANAGING EDITOR brian.straight@penton.com TIM BRADY BUSINESS EDITOR tbrady@writeuptheroad.com AARON MARSH SENIOR EDITOR aaron.marsh@penton.com CRISTINA COMMENDATORE ASSOCIATE EDITOR cristina.commendatore@penton.com CONTRIBUTING EDITORS WENDY LEAVITT wendy.leavitt@penton.com KEVIN ROHLWING kevinrohlwing@comcast.net BRUCE SAUER bruce.sauer@penton.com RICK WEBER rick.weber@penton.com CHARLES WILSON charles.wilson@penton.com

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For the next milestone on the road to autonomous trucks, Daimler Trucks North America recently put trucking industry journalists through driver training and certification on its Freightliner Inspiration Truck during a recent event held in Las Vegas. Jim Martin, manager of Freightliner’s vehicle performance group and the trainer/tester for the event, explained the basics of the Highway Pilot (HWP) system and the skills “checklist” that is required for certification. The assessment process was developed for CDL holders by Freightliner and the Nevada Dept. of Transportation. “We just want to make sure you can handle the vehicle in a safe and appropriate manner,” Martin said. “The important thing to know is to be aware and be available to take control back from the vehicle at any point.” In a road-test loop near the Las Vegas Motor Speedway north of town, HWP became ready to engage shortly afer each driver pulled the Inspiration onto the state highway. Martin, from the passenger seat, quizzed drivers on the system functions, and he had the drivers perform a number of tasks both on

the two-lane segment and then on the Interstate 15 return leg. Suzanne Stempinski, a journalist who’s logged more than 1.5 million long-haul miles, was the first to be certified. She noted that her time at the wheel was too brief to get comfortable with the technology, but she readily recognized the possibilities. She was particularly intrigued by the steering wheel’s continuous course corrections as a strong desert crosswind buffeted the fully loaded rig. “I keep thinking I ought to be doing something,” she said as she drove. “It absolutely fascinates me that you have to watch the truck doing things so that you don’t have to. At some point, I’d expect my stress level to be greatly reduced. Just let your equipment do what it’s intended to do.” And that’s a key benefit to the system, Derek Rotz, director of advanced engineering for Daimler Trucks North America, explained. “The way I like to look at it, driving today is like staring at a clock—it’s tedious,” he said. “Just having the chance to enjoy the landscape for a moment is a lot more pleasurable and reduces fatigue.”

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PARTS & SERVICE

Autonomous tech to aid, not replace, drivers The driver shortage is driving a serious look at self-driving trucks, just not in the way many people assume. Despite persistent rumors of the demise of the long-haul truck driver in the coming age of automated transport, that time is decades away, and many of the advances between now and then will, in fact, make driving a much more desirable job. That’s the takeaway from a panel featuring top industry engineers and analysts at the Commercial Vehicle Outlook Conference in Dallas. “People are very interested in automation,” said panel moderator Paul Menig, a technology consultant who previously led the safety systems division at Daimler Trucks and currently co-chairs the Future Truck/Far Horizon efort of ATA’s

Trucking needs to entice younger drivers by creating environments in which they want to work, Kar said.

Technology and Maintenance Council. He cited a Seattle area survey that confirmed the assertion, but with a caveat: “They’re also scared as heck about actually [using autonomous vehicles]. They have to overcome the fear.” Paradoxically, “the human factor” will be a critical element as trucks become smarter and smarter.

OnGuard Active combines radar, braking Given the frequency and severity of truck crashes with stationary objects, Meritor Wabco is beefing up its radar-based collision mitigation system. And, as company officials recently demonstrated at a media event near Dallas, when the smoke gets in your eyes, OnGuard Active will detect an object in the road in zero-visibility conditions and can apply full braking without driver intervention. The premise is statistically straightforward, as Mark Melletat, director of field operations, explained. Collision mitiga-

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The radar remains active in low-visibility situations.

tion systems could prevent 3,500 rearend collisions, a benefit of $2.5 billion according to the company’s analysis of government highway crash statistics.

“We’ve done a lot of end-user research to come to the conclusion that autonomous vehicles will enable recruiting drivers,” said Sandeep Kar, global vice president for Frost & Sullivan and an expert in heavy truck systems and technologies. “[Trucking] will need to entice young drivers by giving them a work environment that is less stressful, less disenfranchised—one that enables them to connect to the world outside. They want to be connected to their friends, to Facebook or whatever it is. You have to give them some time during their work cycle where they relax, sit back and [use] their iPad.” Just 11% of the truck driver workforce in the U.S. is under 30 years old, Kar noted. —KEVIN JONES

The newest version, OnGuard Active, is designed to reduce the severity of or prevent the 20% of those accidents that are related to stationary objects—and 30% of those crashes are fatal. The key to the upgrade is the ability to spot and respond automatically to a vehicle that has stopped in the road ahead. Melletat emphasized the superiority of radar over vision systems in low-visibility situations, and also explained that OnGuard Active uses a high-resolution, multi-beam long and short radar. The wide-beam identifies objects in adjacent lanes (allowing the system to provide an “evasive maneuver check”) while the long beam identifies objects 650 f. ahead. www.meritorwabco.com

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PARTS & SERVICE

Navistar to offer ‘on the fy’ ECM reprogramming Truck and engine manufacturer Navistar plans to ofer over-the-air reprogramming of engine control modules (ECMs) for its N9, N10 and N13 proprietary engines in early 2016, a service that’s been the longtime goal of many OEMs within the commercial vehicle industry. “Over-the-air reprogramming will revolutionize the way our customers’ trucks are serviced and maintained,” Bill Kozek, president of Navistar Truck and Parts, noted in a statement. “This … is paving the way for future advancements that will drive improvements in vehicle uptime and real-world, bottom-line results for our customers.”

ECM reprogramming will be easier in the future.

Dr. Steve Charlton, the now-retired vice president and chief technology oficer for the engine business at Cummins, noted two years ago that such “on the fly” reprogramming should at some point become no more dificult than downloading digital music files.

“There’s already a broadcast of public information from today’s engine control modules of public data such as throttle and torque,” he explained during a presentation at the Mid-America Trucking Show back in 2013. “But then there’s private data we can extract that enriches that public data and turns it into information.” That detailed information can be crafed into precise engine calibrations truck owners can tap into to improve whatever operating characteristics of their vehicles they desire, Charlton said at the time, be it for better fuel economy or better performance. “We expect users will be able to download and apply calibrations just like the way you download and use songs from iTunes,” he said. www.internationaltrucks.com

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PARTS & SERVICE

Aero touches add up for Peterbilt Improving the aerodynamic performance of highway tractors ofen boils down to making small yet significant changes to their exterior shape. That is one of the lessons Peterbilt Motors Co. has gleaned from its involvement in the Dept. of Energy’s SuperTruck program and the ongoing development work with its Model 579 EPIQ highway tractor spec, explained Frank Schneck, the OEM’s division engineering manager. “For example, if you are pulling a trailer equipped with side fairings, then you want to equip the tractor with a front bumper air dam to redirect more air away from under the tractor to its sides, where it can also be further ‘smoothed out’ by the trailer side fairings,” he told American Trucker. “However, if the trailer does not have side fairings, you don’t want to push more air out to the sides; that will

Subtle changes can dramatically alter air flow.

actually cause more turbulence and drag,” he stressed. “So when you don’t have trailer side fairings, you want more air to flow under the truck because that will actually create less drag.” Aerodynamic refinements added by Peterbilt to its EPIQ spec include “recirculation shields” around the front of the motor to redirect air not needed for engine cooling out to the sides of the truck.

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Another lesson learned over time is to keep the gap between tractor and trailer at 42 in., he noted. To help achieve that, Peterbilt developed 18-in. bolt-on sleeper berth extenders accentuated with an 8-in. rubber fairing “tip.” That allows air flow along the side of the truck to “jump” the tractor-trailer gap smoothly, provides room for the trailer when turning the vehicle, and blocks most crosswinds. —SEAN KILCARR

Eaton extends clutch warranties

Love’s TirePass system now nationwide Professional drivers across the country now have access to technology that detects potential tire- and wheel-related problems before they occur. The system-wide rollout of TirePass, Love’s Travel Stops full-service tire inflation system, is complete. Installations began earlier this year, and the system is now available at more than 200 locations. Most locations with Love’s Truck Tire Care centers ofer TirePass.

Interestingly, Schneck pointed out that the wheel hub “close outs” added around the wheel fairing to close the gap between the tire and wheel fender are actually designed to keep air from sliding out of the wheel well. “We even added a wheel well liner to help channel that air through the well and out under the vehicle to keep the air along the side of the truck smooth,” Schneck said.

According to Love’s, TirePass can extend the life of a tire by automatically inflating tires to the desired pressure. While a driver fuels, a technician hooks up truck and/or trailer tires to the automatic inflators stationed around the vehicle in the designated TirePass fueling lane. Tires are inflated to the desired pressure if necessary, and tread depth and pressure are measured and recorded. www.loves.com

Eaton has extended the warranty coverage on the company’s Advantage Series and EverTough clutches with the purchase of a Genuine Eaton Clutch installation kit. Warranty coverage for the Advantage Series increases from two years to three, and EverTough coverage increases from one year to two. Eaton recommends a clutch installation kit be used every time a transmission is pulled for a clutch replacement. www.eaton.com

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PARTS & SERVICE

Volvo demonstrates adaptive loading Fuel savings, longer tire life, and reduced chassis weight and maintenance—all wrapped around improved vehicle safety—are the broad-brush benefits Volvo Trucks can ofer motor carriers with its new adaptive loading system. The OEM took journalists on a rideand-drive through two western states that included sit-down visits with customers who began testing the adaptive loading package two years ago to ofer proof of those claims. “Our focus is on gaining greater eficiency, because small carriers like us have no economies of scale,” explained Joel Morrow, vice president of procurement for Ploger Transportation, a Bellevue, OH, fleet operating 30 trucks. Morrow logs 150,000 mi./year hauling mostly high-end furniture for boutique dealers in 53-f. dry van trailers. He began driving a Volvo VNM model tractor equipped with the adaptive

manager for regional haul, noted that the OEM’s adaptive loading package combines a 6x2 lifable forward axle designed in partnership with Link Manufacturing. It includes the OEM’s electronically controlled suspension technology to distribute load weight without the internal gearing of a drive axle, lowering weight and reducing internal friction.

Volvo’s adaptive loading turns a 6x4 tractor into a 6x2.

loading system back in July 2013 and has put 470,000 mi. on it to date. Morrow said the adaptive loading package not only helped improve fuel economy but boosted productivity by 20%. He and several other Ploger drivers operating trucks equipped with the system found they could hook and unhook from trailers faster, didn’t get stuck in snow due to traction improvements from the system, and saved fuel—attaining between 10.1 and 10.3 mpg at times when traveling at a steady 60 mph. Chris Stadler, Volvo’s product market

Michelin adds drive tire retread to lineup Michelin Americas Truck Tires has added a drive tire retread for regional and emerging “super-regional” applications. The X Multi Energy D Pre-Mold retread complements the Michelin X Multi Energy D drive tire and is said to deliver 25% longer tread life than competitive retreads. It is also guaranteed for a second retread when retreaded on a Michelin casing by Mi-

12 AMERICAN TRUCKER / OCTOBER 2015

chelin Retread Technologies dealers. The SmartWay-verified retread features a dual energy compound where the top layer provides “exceptional removal mileage,” the company noted. The bottom layer allows the tread to run cool, minimizing internal casing temperatures and extending life.

Based on preprogrammed weight thresholds, the system automatically lifs the axle in empty or light-load situations to create a 4x2 configuration, which reduces rolling resistance from tires, thus generating fuel savings. The extra set of gearing drives is eliminated, so the system weighs more than 300 lbs. less than a traditional 6x4. Volvo plans to begin full production of its adaptive loading 6x2 package in January 2016. —SEAN KILCARR

New LEDs from Optronics Optronics International has introduced its new HD 500 Series LED stop, tail, turn lamps. According to the company, the lamps have lenses with a raised linear focal point in the center that give them a unique look. Both the 4-in. round and 6-in. oval lamps are engineered with an 18-diode configuration. The company added that the new lamps are 264% brighter than the law requires and 15% brighter than its standard 10-diode stop, tail, turn lamps. www.optronicsinc.com

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WASHINGTON UPDATE

FMCSA takes on truck parking By Aaron Marsh, contributing editor THE RESULTS OF A RECENTLY RELEASED NATIONAL SURVEY CONFIRM IT: Most states have problems yearround with inadequate truck parking. Along with survey findings, the Dept. of Transportation announced a new coalition that’ll be focused on this national problem and discussed initiatives on the way to help.

“If [the Federal Motor Carrier Safety Administration] is to succeed at its life-saving mission, we must do better on this issue,” FMCSA’s Scott Darling said at a media briefing. “We recognize locating a safe and convenient place to park and rest is a problem, and we are taking actions to address this issue.”

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Darling noted FMCSA is in the second phase of its Smart Park initiative. This program will pilot parking assistance systems and communications to help drivers find available spots. It will draw upon the experience gained from systems already employed in places like airport parking lots that have sensors and signs indicating open spaces and apps that can guide cars to available parking in a range of U.S. cities. “We want the system to safely and eficiently communicate with truckers and guide them to safe, available parking spaces,” Darling said. In addition, he said FMCSA will provide grants to help states purchase equip-

14 AMERICAN TRUCKER / OCTOBER 2015

ment like cameras, sensors and other devices that would monitor truck parking spots and signal drivers if they’re available. At a briefing introducing the initiative, Federal Highway Administrator Gregory Nadeau also announced the National Coalition on Truck Parking. The group will focus on the underlying issues of truck parking and specific local problems and look at solutions to solving them. The coalition will include the Federal Highway Administration, FMCSA, the American Assn. of State Highway and Transportation Officials, the American Trucking Assns., the Owner-Operator Independent Drivers Assn., the National Assn. of Truck Stop Operators, and the Commercial Vehicle Safety Alliance. The survey was conducted as a result of Jason’s Law, which calls for more safe, convenient parking for truck driv-

ers. The law is named for Jason Rivenburg, a truck driver who was shot and killed during a robbery attempt in early March 2009 afer he parked at an abandoned gas station in Fultonham, SC. “Afer our family lost Jason, many drivers and organizations have worked tirelessly to correct this problem,” Hope Rivenburg, Jason’s widow, said. “We have educated the general public and gained support. As we finish this step, I look forward to the next.” The top five highway corridors the survey cites as short on truck parking are I-95, I-40, I-80, I-10 and I-81. Some of the most telling information came from truck drivers themselves. More than 75% of drivers and 66% of logistics personnel report problems finding safe parking for needed rest, and fully 90% of truck drivers say they have problems finding safe parking at night.

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THE BUSINESS OF TRUCKING

CRUMBLING ROADS: A HIGHWAY BILL PRIMER Funding shortfall continues to put nation’s roads—and drivers—at risk by Tim Brady, Business Editor It seems there’s a news story every week about a bridge collapse or a sinkhole suddenly appearing in the lanes of a major highway. Don’t forget the shaking, rattling and bouncing of nearly every truck traveling any highway, Interstate and city street as it rolls across America.

This isn’t a new crisis. The Highway Trust Fund (HTF) has been in trouble for years. From 2008 through fiscal year 2010, Congress passed funding legislation that transferred money from the general fund to fill a revenue gap created by the Great Recession when personal travel and truck trafic was down considerably. To finance the Moving Ahead for Progress in the 21st Century Act, or MAP-21, Congress infused another $18.8 billion from general fund revenues for 2013-14, plus $2.4 billion in gas tax revenues that previously were credited to the Liquid Un-

Uh-oh. Problem. The 2013 budget rescission authorization cut all federal discretionary spending and reduced the amount transferred into the HTF. The cut was so severe the HTF didn’t have enough money to pay all its bills into fiscal year 2014, much less 2015 and beyond. According to the U.S. DOT’s Highway Trust Fund Ticker, both the Highway Account and the Mass Transit Account of the Highway Trust Fund are now nearing insolvency. The Highway Account was expected to be insolvent by the end of the summer; however, Congress in its wisdom, passed

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And what’s the government doing to rectify the crumbling of our infrastructure? Congress just keeps kicking funding bills two and three months down the road. On July 31, President Obama signed an extension of the Highway Funding Bill. Signing another three-

month extension of the mass transit and highway funding bill is not even a Band-Aid solution to alleviate the infrastructure needs of our nation.

derground Storage Tax Trust Fund. This added revenue was designed to make sure the HTF would be able to pay all of its bills through the end of FY 2014 and into the early part of FY 2015.

16 AMERICAN TRUCKER / OCTOBER 2015

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the three-month funding bill to avert this situation. Had Congress failed to do this, then DOT would have had to consider starting cash management procedures to distribute the flow of federal dollars. If the DOT implements cash management procedures, reimbursements to states for infrastructure work would be limited to the available cash in the trust fund. Additionally, the department would distribute incoming funds in proportion to each state’s federal formula apportionment in the fiscal year. Projects across the country would be shut down. Based on spending and revenue trends prior to the July 31 extension of the highway funding bill, DOT estimated the Highway Account would have a shortfall before the end of fiscal year 2015. (The federal budget for fiscal year 2015 runs from Oct. 1, 2014, through Sept. 30.) Yep, there’s a problem. But from where does the funding for our roads and bridges come? We know the major source of money for federal highway and transit investment is the HTF, created by Congress in 1956 to build the Interstate Highway System and fund other federal investments in highway improvements. In 1982, Congress included a Mass Transit Account for federal

investment in subway and public transportation systems. Fuel taxes are collected from highway users for each gallon of gasoline or diesel purchased. These tax revenues are credited to the HTF and pay for highway and mass transit improvements across the nation. Current tax levels include an 18.3¢/gal. federal excise tax on gasoline and gasohol, a 24.3¢/gal. tax on diesel fuel, and equivalent taxes on other motor fuels such as compressed natural gas. Three additional taxes are assessed on heavy trucks and the purchase of truck tires.

Monies from these fuel taxes are divided between the Highway Account and the Mass Transit Account, with all taxes levied on heavy trucks credited to the Highway Account. Currently, all of these taxes total from $38 billion to $40 billion per year, with about $5 billion credited to the Mass Transit Account and the remainder to the Highway Account. The Congressional Budget Office expects HTF annual revenue to increase by about half a billion dollars per year for the foreseeable future. So, that’s still being collected. How much money do our roads and bridges need? In 2012, the latest data available, the

Federal Highway Administration found 182,872 mi. (or 20.5%) of our highways were in poor or mediocre condition and needed repaving or even more substantive repairs. FHWA’s 2013 National Bridge Inventory shows 146,598 (24.2%) of the nation’s 605,471 bridges are either structurally deficient or functionally obsolete. This includes 63,207 structurally deficient bridges that are safe to use but need significant maintenance or repair to remain in service, and 83,391 functionally obsolete bridges that may be in good repair but fail to meet current design standards.

What’s the solution? That’s the $95.6 billion question, as that’s the estimate of the necessary funds to just maintain current physical and performance conditions of the nation’s highways and bridges. The amount increases to $109 billion by 2020 (as long as highway construction costs grow at the same rate as that of inflation). What about going beyond just maintaining and actually making all necessary improvements? The tab would have been $161.7 billion in FY 2014, increasing to $184.2 billion by 2020. Remember, we’re only collecting $38 billion to $40 billion a year from fuel taxes. So how do we cover the shortfall of $125 billion per year? Something we all need to think about. (EDITOR’S NOTE: As the October issue of American Trucker went to press, the Transportation and Infrastructure Committee of the U.S. House of Representatives was scheduled to present its version of the next surface transportation reauthorization, or highway bill, ahead of the Oct. 28 expiration of MAP-21.

Contact Tim Brady at tbrady@writeuptheroad.com or call 731-749-8567 Join Brady in the Trucking Business Community at www.truckersu.com

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OCTOBER 2015 / AMERICAN TRUCKER 17

TIRE RACK

Retreaders face foreign

CONCERNS

by Kevin Rohlwing, contributing editor kevinrohlwing@comcast.net

YEARS AGO, A RESEARCH FIRM conducted a study of passenger- and lighttruck tire buyers and determined that consumers fell into one of three categories: brand, price or service. Brand buyers were obviously loyal to the name

a complaint filed by the United Steelworkers (USW). The USW alleged that Chinese tire manufacturers were selling tires at less than fair value, which in turn led to a downturn in domestic manufacturing and the loss of jobs.

Offshore competition could impact the retread marketplace on the sidewall, while the only loyalty of price buyers was to the cheapest option. Service buyers basically took the recommendation of their mechanic, so brand and price were secondary. Regardless of the motive behind the purchasing decision, the influx of lowcost ofshore tires has made an impact on the industry. A recent ruling by the United States International Trade Commission (USITC) to assess countervailing duties on passenger and light truck tires imported from China was ultimately the result of

18 AMERICAN TRUCKER / OCTOBER 2015

Ultimately, the USITC imposed antidumping tarifs on passenger and light truck tires produced in China for the second time since 2008. Interestingly enough, truck tires have appeared to stay above the fray and out of the investigations by the USITC or the Dept. of Commerce. The data on Chinese market share for replacement truck tires varies greatly, with one source reporting almost 33% and another estimating it at around 10%.

making an impact, but not enough for the USW to believe it is costing them jobs. If and when that line is crossed, we can expect to see investigations into similar dumping allegations. Unlike the passenger- and light-truck tire markets, the medium-truck tire industry is completely diferent. Cost per mile, performance, retreadability, and fuel mileage are the top priorities, which explains why the big three (Bridgestone, Goodyear, and Michelin) and their afiliated brands still account for almost 60% of the U.S. replacement market and 25% is associated with other name brands. But that doesnâ&#x20AC;&#x2122;t mean the threat can be ignored. Retreaders are reporting that low-cost new radial truck tires are seriously hurting their cap and casing sales. If that trend continues, then it could have a negative efect on the casing market as demand goes down.

Either way, these low-cost imports are

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CIRCLE 25 ON REPLY CARD

COVER STORY

BRAKE MAINTENANCE:

Bendix

DISC VS. DRUM 20 AMERICAN TRUCKER / OCTOBER 2015

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Both now ofer more stopping power, but diferences in operation and maintenance remain by Sean Kilcarr, editor-at-large When you start talking brakes and trucking safety, there’s good news to be had. For starters, mandates put in place several years ago significantly beefed up the stopping power of both S-cam drum brakes—still the most widely used braking system in trucking—and air disc brakes (ADBs), which are experiencing an uptick in demand in the U.S. Yet when it comes to how they operate and the specific maintenance each requires, drums and ADBs remain very different. And keeping those diferences in mind is critical to ensuring both deliver maximum performance, especially in situations when both braking systems are used on the same tractor-trailer.

“That’s why brake manufacturers understand that there may be vocation-specific circumstances where air disc brakes are a better fit,” he notes. “That being said, the performance and technology of drum brakes are continuously improving. High-performance drum brake packages that meet the needs of high duty-cycle customers are on the horizon.” John Thompson, sales manager CV-NAFTA at TMD Friction, notes that the current ADB adoption rate in the U.S. trucking industry is about 15%, with more mixed use of ADBs and drum brakes occurring. “There are truck builders who use ADBs [as standard] on just the steer axles, while there are fleets with ADBs across the board on all axles of the tractor and trailer. There are also fleets with trac-

tor-only and trailer-only ADBs as well,” he says. “Careful attention must be paid to potential compatibility issues between drums and ADBs.” In general line-haul usage, Thompson says compatibility is usually not an issue. “It’s in the more extreme applications, such as heavy haul or mountainous regions, where the diferences in brake designs can be accentuated,” he explains. Thompson points out that transit and refuse fleets are moving more to ADBs to gain consistent stopping power, performance at higher temperatures, longer life, and faster relines. “However, long haul and even some regional fleets are converting to ADBs for longer [brake] life,” he emphasizes. One area ofen overlooked in the dis-

“Truckers are still investing in drum brakes simply because the gap between ADB and drum brake performance is not nearly as wide as it used to be,” Jim Reis, vice president of Stemco Brake Products, explains. “Drum brakes are now providing stopping distances that are very close to those of ADBs, even when considering new reduced stopping distance requirements. So from a safety and performance standpoint, drum brakes are performing at an acceptable range while being a lot cheaper to purchase and maintain.” Reis points out, however, that ADBs ofer longer life before replacement so trucks that stop more ofen, especially when fully loaded, may see benefits.

One benefit of ADBs is the elimination of “out-of-adjustment” violations.

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OCTOBER 2015 / AMERICAN TRUCKER 21

COVER STORY

cussion of which type of brake system to spec is what kind of friction material to use, Thompson says. “Some suppliers sell a one-size-fits-all friction material, such as a one-disc pad option that’s high friction, so as to meet the highest axle load,” he explains. “Lower axle loads are compensated for by changing to a smaller air chamber.” He stresses that tribology, which is the science and engineering of interacting surfaces in relative motion and includes the study and application of the principles of friction, lubrication and wear, dictates that the higher the friction, the higher the wear, regardless of air chamber size. “That’s why tailoring the friction levels of [brake] pads for specific trucking applications can significantly increase pad and rotor life, which reduces maintenance lifecycle costs on commercial vehicles,” he notes. When it comes to the maintenance particulars of ADBs, there are some advantages when compared to traditional drum brakes, notes Jon Morrison, president of the Americas for Wabco Holdings. These include the following: ◗ ADBs allow for extended service in-

tervals, up to two times longer than drum brakes. ADBs also require about half the time to perform a normal brake service. This is more important for trailers because the trade cycle can be more than double that of a truck/ tractor. This will change, however, as the cost of ADBs drops and the value proposition achieves a payback in the two-year time frame. ◗ Air disc brakes are helpful in reducing the potential of CSA out-of-service violations. ADBs do not need to be adjusted, so this eliminates the opportunity for a brakes-out-of-adjustment violation. This can be important for

22 AMERICAN TRUCKER / OCTOBER 2015

The rules of stopping distance Nearly six years ago, the National Highway Trafic Safety Administration significantly shortened the stopping distance requirements for tractor-trailers. Those rules are as follows: ◗ A typical three-axle tandem tractor with a gross vehicle weight rating (GVWR) of 59,600 lbs. or less coupled to a trailer and traveling at 60 mph must come to a complete stop in 250 f., compared to the former 355 f. stopping standard. This reduced tractor-trailer stopping distance roughly 30%. ◗ For heavy severe-service tractors with GVWRs above 70,000 lbs., the stop-

ping distance requirement was reduced to 310 f. at the same speed. The caveat is that all heavy truck tractors must stop within 235 f. when loaded to what is termed their “lightly loaded vehicle weight.” ◗ Two-axle (4×2) tractors and tractors with a GVWR above 59,600 lbs. (6×4) must also meet the 250 f. at 60 mph rule. So-called heavy severe-service tractors sporting GVWs above 70,000 lbs. are required to meet the shorter stopping distance of 310 f.

driver retention since the driver does not have to worry about this impacting their score. ◗ The consistency of ADBs combined

with the fact that adjustments are not needed are leading many truck owners who use electronic stability control and collision mitigation technology to adopt ADBs for stable braking performance. ◗ ADBs provide up to 100 lbs. in weight

savings per trailer over that of drum applications. Still, ADBs come with a significant price premium attached that is driven largely by the truck OEMs. The premium can sometimes run between $2,500 and $5,500, notes Nicole Oreskovic, product director for air disc brakes at Bendix Commercial Vehicle Systems.

To increase ADB adoption two or threefold, Wabco’s Morrison says that ADBs will need to be within a $600 to $800 “delta” in terms of additional cost. And he cautions that simply building more ADBs won’t necessarily make them cheaper. “It’s not scale. Volume does not automatically convey lower cost,” Morrison stresses. “It’s about less weight and better integration of ADBs at the wheel end. It’s about optimizing the wheel end with ADB-friendly brackets and hub/rotor interfaces. And OEMs have to commit to that fundamental optimization.” When it comes to maintenance for ADBs and drums, brake pad lining thickness is an issue both share in common. “With colder months approaching, it’s crucial to make sure that the lining

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thickness will get you through the winter,” Stemco’s Reis explains. “While every season is diferent, winter problems can be a lot more acute. We commonly see rust or cracking of the lining during colder times of the year.” He adds that truck operators should check that drum brakes are protecting the function of the automatic brake adjuster by ensuring that they are within stroke limits, are properly lubricated, and bushings are within wear tolerance.

◗ Measuring stroke. To measure brake

stroke, bleed the air system down to between 90 and 100 psi and note the center of the clevis pin’s position. Next, either have someone fully apply the brakes and hold the pedal down, or wedge the brake pedal in the fully applied position. This will actuate the brakes between 90 and 100 psi. Note the new position of the center of the clevis pin. The distance between the two marks indicates the brake’s power stroke. The maximum allowable power stroke, or “free play,” varies depending on the chamber size and type. Typically, free play should be between 3/8 and 5/8 in. and should be the same across all the brakes, truck and trailer alike. ◗ Same size. There are two common

types of brake chambers (standard and long stroke) as well as two common sizes of slack adjusters (5 1/2 in. and 6 in., as measured from the center of the camshaf to the center of the clevis pin). For both regulatory and brake performance reasons, all slack adjust-

Big maintenance differences still exist between drum brakes and ADBs.

ers and air chambers on any given axle must be the same type and size. ◗ No manual adjusting. “If the brake

is out of adjustment, do not adjust the automatic slack adjuster (ASA). I can’t emphasize this enough,” Pfost says. “There are many factors that can cause an automatic slack adjuster to overstroke, but none will be remedied by a manual readjustment. Manually adjusting an ASA involves working against its internal back-of clutch, which can impact the life of the adjuster.” ◗ Grease to capacity. When greasing

drum brakes, it’s important to grease the brake to capacity, Pfost stresses. “Putting in less grease than is needed to fill all interior gaps can lead to condensation forming inside the brake components, which may cause rust and corrosion,” he explains. “Seals inside the cam tube are engineered to let excess grease out of the area, meaning new grease should be added until any dirty grease or condensation is visibly purged out of the end cam-tube near the slack adjuster.” ◗ Check cam bushing radial play. If

the radial play on a cam bushing is 0.03

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Bendix

Kevin Pfost, technical service coordinator at Bendix Spicer Foundation Brake, says there are key facets of drum brake maintenance that truck owners using ADBs typically don’t need to worry about, such as the following:

of an inch or more, the cam bushing or camshaf is worn and needs to be replaced. Too much radial play leads to uneven brake shoe wear as well as a loss of stopping power. Pfost recommends keeping radial play below 0.01 of an inch by replacing cam bushings as needed. “Cam bushings are a low-cost component that can make a huge diference in the long run,” he notes. Bronze bushings are recommended for severeduty vehicles and heavy-wear brake situations such as refuse vehicles. Nylon bushings generally sufice for line haul and highway applications. ◗ Replace worn shims. Shims (the nickname for washers) help prevent road grime and other contaminants from getting into the drum brake system. “But shims get worn down through exposure to the elements and road grit, so we recommend changing the shim packs during brake jobs,” Pfost stresses. “The few minutes spent making these measurements, re-shimming, and re-bushing are well worth the extension in brake life and performance.”

OCTOBER 2015 / AMERICAN TRUCKER 23

TRUCKS AT WORK

Firmbase Standardizing its fleet allowed Monarch to focus on what it does best CONSTRUCTION The model for success at The Monarch Cement Co. is built on integration, notes Kent Webber, manager of subsidiary operations. “We manufacture cement and market it to our subsidiaries that produce concrete, and they sell it for use in residential, commercial and municipal construction projects,” he explains. “Our fleet is a major component of our business because from the plant all the way to the job site, our products require transportation.” Based in Humboldt, KS, the company operates in Arkansas, Iowa, Kansas, Missouri, Nebraska, and Oklahoma. “We operate in a specific region because a cement plant is a fixed-base operation,” Webber says, “and there’s a point beyond which the cost of transporting and delivering products makes us uncompetitive. At the same time, our business requires a variety of types of equipment.” Hauled by its transportation operation headquartered in northwest Arkansas, Monarch Cement delivers product to its 11 subsidiaries, which combined run 250 mixer trucks, 40 tractors, 20 dump trucks, and flatbed and tank trailers. A centralized approach to spec’ing and purchasing has led to standardization across the fleet. “We’ve settled on Kenworth W900S mod-

24 AMERICAN TRUCKER / OCTOBER 2015

els with 10-yd. McNeilus mixer bodies and Kenworth T680 and T880 tractors,” Webber states. “Our average fleet age is nine years, and our dump trucks are actually built on 10-year-old W900S mixer chassis. We track cost per mile, age and mileage closely for each vehicle and either rebuild units, place them into low-mileage reserve service, or sell them outright.” The W900S with a set-forward front axle has been Monarch Cement’s go-to mixer for many years. To maximize loads and comply with bridge laws, Webber notes, the set-forward axle provides the right weight distribution. The latest W900S mixers in the fleet feature a Paccar MX13 engine rated at 430 hp. and an Eaton UltraShif Plus transmission. Kenworth T680 and T880 models in the fleet are powered by 455-hp. MX-13 engines.

The company’s Kenworth T680 models with 52-in. sleepers were specified to be more than 1,700 lbs. lighter than the company’s standard tractor. “These tractors run from Arkansas to Kansas hauling cement in pneumatic trailers, so carrying more payload means more revenue,” Webber states. “We saved nearly a ton of

weight on those units by spec’ing Meritor FueLite tandem 6x2 axles, wide-base drive tires, and an aluminum fifh wheel. We also have T880 day cabs that haul flatbed trailers with brick and blocks that are about 400 lbs. lighter than the T800s we purchased previously.” All new trucks at Monarch Cement are purchased through MHC Kenworth. All routine maintenance and minor repairs for the fleet are handled at in-house shops operated by the subsidiaries that use them. The maintenance operation uses MHC locations for major repairs. “In this business, having a dealer group that supports your operation and bends over backwards for you is extremely important for ensuring product and materials are delivered on schedule to plants and construction sites,” Webber says. “That’s especially important as the construction market in our region continues to grow,” Webber continues. “While we’re still only expecting single-digit growth in construction activity, this year will be better than last year, which was better than the year before.”

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CIRCLE 13 ON REPLY CARD

Brought to you by

SPOT LIGHT on an

by Timothy Brady Hunter Transportation Inc., Greenfield, IN Pamela and Raymond Hunter, owners

How are maintenance and repairs handled? What do you do in your shop? We have certified mechanics who handle our major repairs and also work on outside customers’ equipment. Our own shop handles routine maintenance. We’ve found that keeping drivers in their trucks helps them take pride in their vehicles and keeps maintenance to a minimum. What are the major challenges you face with your maintenance/repair program? How do you handle them? Emissions systems, A/C, and tires are the three big challenges. We work to educate our mechanics and drivers.

How do you handle the maintenance on your trucks and/or trailers to minimize downtime? We emphasize preventive maintenance and the importance of daily communication, both verbal and written, by drivers who are ultimately responsible for their own trucks. What are your mileage/time intervals on preventive maintenance? 15,000 mi. for tractors and three months for trailers.

26 AMERICAN TRUCKER / OCTOBER 2015

In business since January 2008, the primary focus of Hunter Transportation is on-time service of LTL freight to all states, along with hauling bakery waste used to make animal feed. The operation consists of scheduled routes and on-demand deliveries. The small fleet is powered by a mix of Freightliner Coronados and Cascadias, with one International and one Kenworth T660.

How do you ensure good mileage from tires? We do proper inflation and tire rotation during every other oil change on tractors. Do you stock any parts for your trucks or purchase as needed? We stock only filters and supplies for preventive maintenance; parts are delivered to our shop as needed. Our motto is plan the work, then work the plan. How do you determine when it’s time to replace a truck or trailer? Cost. When it costs more to fix than the value (of the truck or trailer), then it’s time to replace. What are your specs for your trucks? Used trucks with low mileage.

What programs do you have in place to ensure CSA compliance? Dispatch handles drivers and files: truck files, driver files, maintenance files, and accident files. We utilize Axon sofware to track all information for our trucking company and Midwest Toxicology for drug and alcohol compliance.

What do you enjoy most about trucking and hauling the type of freight you do? We enjoy working for ourselves and building a small business, and working with great drivers and business suppliers. What does your company do best? “On-time service.”

WE WANT TO HEAR FROM YOU. Know of a trucking business we should feature? Send their contact information to tbrady@writeuptheroad.com.

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LOADED,

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CIRCLE 30 ON REPLY CARD

SHOP TALK

DIY spirit BY SEAN KILCARR, EDITOR-AT-LARGE MANAGER

C.J. Slifko COMPANY

22 ND LOGISTICS READINESS SQUADRON (LRS) OPERATION

Ensures vehicles, supplies, equipment, petroleum, oils, and lubricants are available for the 22nd Air Refueling Wing

PROBLEM

SOLUTION

Most may think that ground vehicles are an afterthought for the U.S. Air Force. Nothing could be further from the truth, as C.J. Slifko, a retired U.S. Air Force senior master sergeant now serving as a civilian vehicle mechanic with the 22nd Logistics Readiness Squadron (LRS), knows all too well.

Unfortunately, the roof rust posed an expensive problem. The sweeper truck manufacturer’s “hopper assembly” kit cost in the neighborhood of $65,000—not chump change.

The 22nd LRS is a support unit for the 22nd Air Refueling Wing (ARW), which conducts global air refueling and airlift where and when needed out of McConnell Air Force Base in Kansas. The 22nd ARW is one of only three “supertanker” wings in the U.S. Air Force, flying 63 KC-135R Stratotanker aircraf. Yet those planes need all sorts of groundbased support from a variety of vehicles, even street sweepers, which keep runways and tarmacs free of damaging debris. Thus vehicle uptime—and money spent doing so—plays a critical role in allowing the 22nd ARW to accomplish its mission. So when personnel noticed a problem on one of the sweeper trucks, they took it to Slifko and his crew—who found a critical safety issue. The unit’s entire roof stood poised to collapse due to rust.

28 AMERICAN TRUCKER / OCTOBER 2015

“Sometimes you can’t help what happens when a truck breaks, so our whole [command] chain very strongly encourages us to come up with new ideas and new ways to save money,” Slifko explains. That type of can-do attitude ties back into the 22nd ARW’s storied history as well, with the unit’s origins dating to 1940 as the 22nd Bombardment Group. With its Martin B-26 Marauder medium bombers, that unit was one of the first U.S. Army Air Forces units to be deployed in the Pacific Theater afer the attack on Pearl Harbor. It later became the 22nd Bombardment Wing, a component wing of Strategic Air Command’s global airborne deterrent force during the Cold War. And with that heralded lineage in mind, Slifko proposed that his LRS team deploy some elbow grease and take on the task of fabricating the sweeper unit’s hopper assembly in-house. His repair team also fanned out across McConnell Air Force

Base to enlist the support of various other shops including the 22nd Civil Engineer Squadron (CES) environmental element and welder teams, which assembled the sweeper body’s metal components. The 22nd CES, by the way, is the unit responsible for all the real property and equipment installed at McConnell, i.e., supporting base structures, utilities, pavements and grounds, mechanical systems, environmental compliance, fire protection, disaster preparedness, and explosive ordnance disposal. The unit’s personnel had the mechanical expertise Slifko knew he needed. The end result? Slifko and one co-worker spent a total of 200 worker-hours of labor to build a new sweeper body at a final cost of $3,000, saving his unit more than $60,000. “We encourage the ability to come up with new ideas and challenge what we typically do,” notes 2nd Lt. Kathryn Gossner, vehicle management flight commander of the 22nd LRS. “We are extremely proud that our airmen [and] our civilians are taking that extra step to think about how we can make this better and how we can do things better. When they are able to make decisions, to take ownership of their job, and come to work inspired, things happen.”

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CIRCLE 5 ON REPLY CARD

FOCUS ON

HD ELECTRICALS REGULATIONS CALLING FOR IMPROVED fuel eficiency are driving the development and use of high-output alternators in heavy-duty vehicles. According to manufacturers, increased electrical power translates into reduced engine horsepower requirements and improved fuel economy. The Delco Remy high-output alternator series provides up to 430 amps of power for vehicles with high electrical loads. The company offers the 28SI model, rated at 160, 180 and 200 amps; the brushless 40SI in 240, 275, 300 and 320 amp versions; and the 55SI with a 430-amp rating. Delco Remy high-output alternators feature the company’s Remote Sense

Ofered by all major alternator manufacturers are brushless designs, which promote longer service life and limit downtime. Denso supplies medium-duty truck manufacturers with a line of starters that feature the company’s high torque design for starting power and improved cold startability. Its mediumand heavy-duty alternators include designs for a wide variety of applications and are ofered in versions from 40 to 160 amps. Mitsubishi Electric’s line of brushless alternators for the North American market are available as either 160- or 200-amp models, both of which the manufacturer says exceed require-

High-output alternators are improving fuel efficiency technology, which reads voltage at the battery and signals the alternator to boost its output to compensate for voltage drops. Ten models of Delco Remy heavy-duty starters feature the company’s overcrank protection technology, a built-in circuit breaker that protects the starter from thermal damage in adverse starting conditions such as during cold weather cranking, low-battery capacity, or high-starting circuit resistance.

30 AMERICAN TRUCKER / OCTOBER 2015

ments for heat, vibration and corrosion resistance. The company also provides the Diamond Power S55 (DP S55) gear-reduction starter for Class 8 vehicles as a factory-installed item and in the aftermarket through the company’s Diamond Gard All-Makes program, which provides coverage of nearly every truck and engine combination built since 1998. Released last year, the Diamond Power S60 is an en-

hanced version of the DP S55 for 2010 and newer engines that require higher cranking speeds and more torque. The Leece-Neville Heavy Duty Systems Div. of Prestolite Electric ofers alternators for a variety of applications and trucks spanning Class 3-8. Its Titan Series of heavy-duty, in-line, gear-reduced starter motors includes a range of models for most heavy-duty diesel engines. The company’s “Universal” brushless alternators are said to withstand high underhood temperatures and have “solid lead frame technology” to help withstand vibration. Starters for heavy-duty, on–highway trucks and tractors continue to evolve as engine designs change to meet new regulations. For example, Prestolite says its Leece-Neville Titan 125mm starter was engineered for the largest of engines beginning with 2007 emissions standards. New and developing heavy-duty electrical technologies are also addressing the need for increased electrification of vehicle components to reduce the fuel-robbing potential of parasitic loads. Remy International, for example, promotes its belted alternator/starter, integrated starter/generator, and other advanced high-output alternators. The technologies employ an electric motor in place of a standard alternator to add power to the drivetrain in the form of start-stop and power assist or by allowing regenerative braking.

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OCTOBER 2015 / AMERICAN TRUCKER 33

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2012 Volvo VNL64T670, Volvo 425 hp, 61” RR Slpr., FRO17210C Trans., Air Ride. ................ $63,900

2014 Volvo VNL64T300, Volvo 405 hp, I-Shift Trans., Air Ride ............. ......................................... $92,900

2014 Mack CXU613, Mack MP7395C, FRO15210C, Air Ride, 174” W.B., Steel Wheels, A/C, P/S .......... ......................................... $69,900

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40 AMERICAN TRUCKER OCTOBER 2015

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SAM’S RIVERSIDE TRUCK PARTS 2007 Sterling 9500, Mercedes 460 hp, Allison 4560 6-spd., 54,600 GVW, 228’’ W.B., 561,082 Miles, Has PTO, Nice Clean Truck Ready To Go ...................$39,900

2012 Kenworth T-800 Tractor, Cummins ISX 500 hp, RTLO 18918B, 13K Frt, Lockers 46K Rears 3.91 Ratio , Air Ride Ag 400, 226’’ W.B., 22.5 Tires 65 %, Wet Kit Thermo Flo Hydro Pack , 241K Miles, Nice Rebuilder Salvage Title ...... $33,900

2007 International 7600 Tandem Axle, ISM 330 hp , 10-spd., Air Ride, 284” W.B., 700K Miles, Just Off Lease Well Maintained ........... ........................................$32,900

2012 Pete 386 Tractor , Cummins ISX-450 hp, 10 Spd, 46K Rears Full Lockers, Air Ride Air-Trac Susp., 212’’ W.B., 136’’ C/T, Wet Kit, 24.5 Tires 50 %, Easy Rebuilder Runs And Yard Drives, Salvage Title ....... ........................................... $28,900

2016 Mack CXU 613, Mack MP8445C, Mack M-Drive Auto Trans, Mack Air Ride, Tires 295/80R22.5 Frt, 445/50R22.5 Rear, Laid On Rt Side, Low Miles Only 37,334, Salvage Title ...................$38,900

2006 International 7400 Garbage Truck, DT-570, Auto, Tandem, 56,000 GVW, 25 Yard Heil Rear Loader Packer With Cart Tipper, 166,470 Miles .................$54,900

2007 Kenworth T-600, 70’’ Sleeper, CAT C-13 475 hp, 10 Spd Autoshift, Air Ride, 3.36 Ratio, 22.5 Tires 50 %, 232’’ W.B., 796,168 Miles, Nice Clean Truck Ready To Go ....................$26,900

2006 International 8600 S/A Tractor, Cummins ISM 350 hp, 10spd., Air Ride, 145’’ W.B., 12K Frt & 23K Locking Rear, 22.5 Tires 65%, 426,953 Miles Nice Clean Well Maintained Truck.....$18,900

2005 Sterling Tractor, Mercedes 450 hp, 10 Spd, Air Ride,165’’ W.B., Tires 22.5 85%, Only 225,472 Miles, Nice Clean Truck Low Miles ........................$27,900

2005 Freightliner Columbia, C-13 430 hp, 10 Spd, RT 40-145 3.58 Ratio, Air Ride, 178’’ W.B., 937115 Miles, 22.5 Tires 60 %, Nice Clean Truck ................................$23,900

2015 Ih Prostar, 72’’ Slpr., Cummins Isx 500 Hp , Rtlo 18913A, Air Ride, 295/75R22.5 Tires 70 %, 251’’ W.B., Nice Rebuilder, 110,996 Miles, Runs And Yard Drives, Salvage Title .................... $39,900

2013 Pete 367 Cab & Chassis, Cummins ISX 500 hp, 18 Spd w/ PTO, 46K Lbs Lockers 4.56 Ratio On Hendrickson, Double Frame, Steerable Pusher Axle, 335’’ W.B., 300 Cab To End Of Frame, 425/65 22.5 Frt Tires 60 % , 22.5 Rear 50 %, Nice Repairable Truck, Salvage Title.................................$38,900

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2007 Elliot G85R, 85’ Working Height, Platform Cap. 500 lbs., 16’ Steel Floor, 33,000 GVW, 12K FA, 21K RA, DT 466 245 hp, FS6406N 6-spd., 156 CA, Air Brakes, 70 Gal. Alum. Fuel Tank, AM/FM Radio, AC, Cruise, Tinted Glass, Alum. Wheels.

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42 AMERICAN TRUCKER OCTOBER 2015

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AMERICAN TRUCKER / OCTOBER 2015

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www.vanderhaags.com 44 AMERICAN TRUCKER OCTOBER 2015

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2007 PETERBILT 379EXHD, 70” Ultracab Unibilt Slpr., CAT C-15 550 hp, 13-spd., 3.36 Ratio, 265” W.B., 1YR/100K NTP Platinum Engine Warranty, 1850 lb/ ft Torque, Dual 150 Gallon Tanks, Stk #:7N730434, $67,000

2009 FREIGHTLINER CC13264 CORONADO, 70” Condo Slpr., CAT C-15 550 hp, 18-spd., Air Ride, 3.42 Ratio, All Alum., 270” W.B., 282,688 ACTUAL MILES!!, Ex-NASCAR Hauler, Stk #: 9DAK9630, $79,000

2007 PETERBILT 379EXHD, 70” Ultracab Unibilt Slpr., CAT C-15 475 hp, 13-spd., 3.36 Ratio, 265” W.B., 1YR/100K NTP Engine Warranty, Millennium Lightbar Kit, Breather Lights, Stk #: 7N730445, $67,000

2006 PETERBILT 379EXHD, 63” Flat Top Slpr., CAT C-15 475 hp, 10-spd., Flex Air Susp., 3.55 Ratio, 260” W.B., 1850 lb/ft Torque, 10 New Virgin Tires, Rear Window, Dual 120 Gallon Tanks Stk #: 6N630353, $65,000

2011 VOLVO VNL64T730, 77” Mid Roof Slpr., Cummins ISX 450 hp, 10-spd., Air Ride, 3.36 Ratio, 247” W.B., 8 New Virgin Drives, 1750 Tq, Air Ride Front Suspension, Stk #: JTS730, $59,000

2013 VOLVO VNL64T780, 77” Condo Slpr., Volvo D-13 500 hp, I Shift Trans., Air Ride, 236” W.B., , Driver’s Lounge, New Fridge, Double Bunk, Dual Power Windows, 6.7 Lifetime MPG, CA Cert. Clean Idle Stk #: DN566200, $70,000

2012 VOLVO VNL64T670, Volvo D13 500 hp, Raised Roof Slpr., 3.25 Ratio, 220” W.B., 10 New Virgin Tires, Double Bunk, Driver’s Workstation, Fridge, Dual 150 Gal. Fuel Tanks, Dual Power Windows, Stk #: CN552512, $60,000

2012 VOLVO VNL64T780, 77” Raised Roof Condo Slpr., Volvo D13 435 hp, 10spd., Air Ride, 3.42 Ratio, 236” W.B., 10 New Virgin Tires, Leather Seats, CA Cert. Clean Idle, New Brakes on Drive Axles, Stk #: CN553744, $75,000

2012 KENWORTH T660, 86” Studio Slpr., Cummins ISX 450 hp, 13-spd., AG 380 Susp., 3.42 Ratio, 240” W.B., VIT Interior, Double Bunk, 10 New Virgin Tires, CA Cert. Clean Idle7.29 Lifetime MPG, Stk #: CJ305705, $76,000

2014 KENWORTH T660, MX-13 455 hp, 10-spd., 72” Raised Roof Slpr., Air Leaf Susp., 230” W.B., Kenworth NavPlus W/Bluetooth, KW Electric APU, Power Windows, Locks and Mirrors w/Heat, Stk #: EJ395579, $82,000

2010 KENWORTH T660, 72” Aerocab Aerodyne Slpr., Cummins ISX 425 hp, 13-spd., 3.55 Ratio, 230” W.B., Tripac APU, 95% Goodyear G572 Drives, 1750 lb/ft Torque, 7.19 Lifetime MPG, Stk #: AF261794, $62,000

2008 KENWORTH T660, 72” Raised Roof Slpr., Cummins ISX 475 hp, Ultrashift Trans., AG380 Susp., 230” W.B., 10 New Virgin Tires, New Brakes on Drives, Clean Solid Truck!, Stk #: 8J237256, $47,000

2010 PETERBILT 387, 75” Raised Roof Slpr., Cummins ISX 450 hp, Ultrashift Trans., Pete Low Air Leaf Susp., 3.36 Ratio, 238” W.B., CA Cert Clean Idle, 6.46 Lifetime MPG, Stk #: AD794864, $49,000

2007 FREIGHTLINER CL12064ST - COLUMBIA 120, 70” Mid Roof Slpr., Mercedes MBE 4000 450 hp, Ultrashift Trans., Air Ride, 3.58 Ratio, 0 Spd Ultrashift (No Clutch Pedal), Stk #: 7LY82459, $30,000

2010 INTERNATIONAL PROSTAR EAGLE, 73” Mid Roof Slpr., Cummins ISX 400 hp, 10-spd., Air Ride, 227” W.B., Dual Power Windows, Locks and Mirrors W/Heat, CA Cert. Clean Idle, 7.05 Lifetime MPG, Stk #: AN254457, $45,000

2011 INTERNATIONAL PROSTAR EAGLE, Cummins ISX 435 hp, 10-spd., Pro Slpr., Air Ride Susp., 3.58 Ratio, 227” W.B., 1750 lb/ft Torque, Double Bunk, Dual Power Windows, 7.52 Lifetime MPG, Stk #: BN267403, $48,000

2011 KENWORTH T800, 72” Aerocab Aerodyne Slpr., Paccar MX-13 430 hp, Autoshift Trans., AG 400 Susp., 3.36 Ratio, 242” W.B., Stk #: BJ293679, $55,000

2011 KENWORTH T800, 72” Raised Roof Slpr., Paccar MX-13 485 hp, 10-spd., 3.55 Ratio, 236” W.B., 10 New Virgin Tires, Stk #: BJ288581, $60,000

2006 KENWORTH T800, 62” Flat Top Slpr., CAT C-15 475 hp, 10-spd., AG 400 Susp., 3.55 Ratio, 230” W.B., Heated Mirrors, Stk #: 6J137515, $39,000

2012 KENWORTH T700, 72” Raised Roof Slpr., Paccar MX-13 455 hp, 13-spd., AG 380 Susp., 3.36 Ratio, 234” W.B., Double Bunk, Stk #: CJ301551, $60,000

Please Go To:

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AMERICAN TRUCKER / OCTOBER 2015

(866) 207-1776 SPECIALIZING IN NEW, USED, & REBUILT MACK PARTS LARGEST SELECTION IN MIDWEST NATIONWIDE DELIVERY

2002 International 9200i Daycab, Cummins ISM 370 hp, 10-spd., 12K FA, 40K RA, 187” W.B., Clean Low Mile Fleet Truck, New Paint & Bumper, Jake Brake, Stk #6726 ................................................................. $20,500

2003 Mack CH613, Mack E7 E-Tech LSR 300 hp, Fuller TX14607B, 12K FA, 40K RA, 3.90 Ratio, Clean Truck Tires at 90%, 22’ Flat Bed , Dbl. Frame, Stk #6714 ......................................................................... $18,500

2006 Mack CXN613 Daycab Tractor, Mack AC 460 hp, Fuller 10-spd., 12K FA, 40K RA, Alum. Wheels, 3.90 Ratio, Dual Tanks, Engine Overhaul in 2013, Jake Brakes, P/D Lock, Clean Interior, Stk. #6738 ....................$28,950

2005 Mack CX613, Mack AC-ASET 410 hp, Fuller FRO16210C, 12K FA, 40K RA, 180” W.B., Alum. Wheels, 3.90 Ratio, Full Locking Rears, 3-Line Wet Kit w/Drum Unit, Sliding 5th Wheel, Stk. #6734 ........$25,500

FOR ALL YOUR USED PART NEEDS PLEASE ASK FOR BILL, TERRY, OR JOE NEW PARTS - USED PARTS - RECONDITIONED PARTS

MACK TRANSMISSIONS

EATON AND ROCKWELL REARS

Exch. T2180 Reconditioned .................. $3,950 T2090 Reconditioned .................. $3,500 T2100 Reconditioned .................. $2,950 X107 6-spd. Reconditioned ........ $1,450 X107A 6-spd. Reconditioned ...... $1,950 1076 5-spd. Reconditioned ............ $750

MONTHLY SPECIALS Prices are as follows: Eaton: DS404 Front $1,000 DS402 Front $1,000 RS404 Rear $625 RS402 Rear $625 Rockwell: 20 145 Front $1,000 20 145 Rear $595 Many Other Models Available, All Prices Exchange

FULLER TRANSMISSIONS USED ENGINES All Prices Exchange MACK

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Exch. RTX14609B .................................... $1,500 RTX12609B .................................... $1,250 FRO15210C.................................... $1,750 RTLO15610B ................................. $1,500 RMX10135 and 145A .................... $1,500 Direct 9 speeds ................................ $495 RTLO16713A ..................................$2,500 Many other Models Available

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Series 60 11.1 & 12.7 Detroits.................. .................................. Starting @ $1,500

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NATIONWIDE DELIVERY! NATIONWIDE DELIVERY! NATIONWIDE DELIVERY! 46 AMERICAN TRUCKER OCTOBER 2015 46 AMERICAN TRUCKER / OCTOBER 2015

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS. VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

WE HAVE TRUCKS & TRAILERS FOR SALE OR LEASE • CALL FOR DETAILS

11250 West 215th St. Lakeville, MN 55044

53’ Roll Doors for interplant shuttles or local P&D Rent for $275/Mo. - .04 mile

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NEW IOWA OFFICE Ofﬁce: 108 Oak Ridge SE Mount Vernon IA Yard: 2875 West Penn St. North Liberty, IA

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Financing Available

www.HaleTrailer.com Online Inventory

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HYUNDAI VANS - IN Stock & ArrIVINg DAIlY Swing & Roll Door Available • In Stock ab22xm

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48 AMERICAN TRUCKER OCTOBER 2015

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NEW XL Specialized 40 Ton Double Drop Trailers, 29’ Deck x 102”, Air Ride, 18” Deck Height, Flip Box Capable & 3rd Axle Capable, In Stock ab22xw

NEW XL Specialized 85 Ton Light Weight Lowboy, 30’ x 120”, Air Ride, 3+3+3 Capable, Call for more Info

NEW 35 & 55 Ton Etnyre Paver Special Lowboys, Level Deck, Air Lift 3rd Axle, 275/70R22.5 Steel Disc Wheels

NEW Landoll 440 Sliding Axle, 50’ x 102”, 20K Winch, LED Lights, Wireless Remote System.

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NEW Fontaine 55 & 60 Ton Drop Sides, 26’ Deck, Flip Box Capable, Spreader Bar & Flip Axle Capable, Modular Option. aa14ph

NEW Fontaine 90 Ton Wide Spread Lowboys, 28’ x 108”, Air Ride Susp, Drop Side, Modular Flip Box and Spreader Bar Capable. ab22xx

NEW Talbert 55 Ton Lowboys, (2) Kingpin Settings, Both Level Deck & Drop Side Models, Air Tri-Axle, Air Lift 3rd Axle, 4th Axle Capable

Your Dealer For Heavy Haul Equipment, NEW 65-Ton Capacity Widespread, Available: Talbert, Etnyre, Trailking • In Stock

WEIgHt lAWS ArE cHANgINg • HEAVY HAUlErS: WE HAVE tHE AxlES, JEEpS, FlIp boxES & SprEADErS YoU NEED!

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(50+) NEW Manac Extendables, 48’ - 80’ or 53’ - 90’, Tandem & Tri-Axle Susp Available, Also Available: 48’ & 53’ Steel Drop Deck Extendables

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(15+) NEW Manac Steel Single Drop Extendables, 53’-71” x 102, Air TriAxle Suspension

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NEW Fontaine Double Drop & Double Drop Extendables, 29’-50’, 40 Ton Capacity, Air Ride, Mechanical & Hydraulic Necks Avail. 3rd Axle Capable

(100) NEW Fontaine Velocity Flatbeds 48’ x 102”, Spring Slide Susp, Bulkhead & Winches Included In Stock • Steel Flats

“HAlE HAS It!” tANk, DUmp, WAlkINg Floor & bElt trAIlErS IN Stock! aa72bu

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NEW Manac & CTS Hardox Frameless Scrap Dumps, 65 or 87 Cubic Yds, Also: NEW East Hardox Frame 50 Cu Yd Dumps

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(5) NEW Polar Petroleum Tanks 44’ x 96”, Double Tapered, Alum Wheels, 9300 Gallon, 4 & 5 Compartment

NEW East Alum 48’ x 102” x 13’ Refuse Walking Floors, Spring Ride, Keith HD #2299 Walking Floor Installed.

Visit Our Website To See Our Complete Inventory:

Scranton, PA 800.569.1400

Elkton, MD 800.544.7127

Baltimore, MD 888.601.7500

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

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NEW Trail King Advantage NY Spec 41’ x 102” Air Tri-Axle Susp, Steerable Front Lift Axle, 36” Wide Belt, 40 Cubic Yd Capacity, Dave: 518-424-2317

www.HALETRAILER.com

Delmar, DE 866.486.1400

Concord, NC 800.438.2250

Jacksonville, FL 800.828.3055

AMERICAN TRUCKER / OCTOBER 2015

www.kadingers.com • 866-207-1774 DOWNING, WI HEAVY DUTY PARTS & SALES CABS

TRANSMISSION

AXLE HOUSING

USED ENGINES

ECM

SLEEPERS

DUMP BODIES

FUEL TANKS

DOORS

PTO’S

RADIATORS

REAR ENDS

TAG AXLES

WHEELS

LARGE INVENTORY OF AFTERMARKET HOOD SHELLS 1994 International 4700 This Truck Has A Great Running DTA 360 With 296680 Miles(Speedo) 7 Spd Manual Spicer Transmission. This Truck Is In Very Nice Condition And Ready To Goto Work For Your Needs. It Has Two Little Rust Spots On The Back Of The Cab On The Bottom Lip Otherwise Very Nice. Brown Interior, Drivers Seat Does Have A Rip But Nice Otherwise, Tag #42860 ... $7,000

50 AMERICAN TRUCKER OCTOBER 2015

1985 Freightliner FLC 120 Cummins Big Cam 13 Speed Spring Ride Lots Of Lights For Towing Black With Brown Interior Zacklift Model Z303 Fifthwheeler Specs On Lift: Retracted Lift 32,000 Lbs Extended Lift 13,000 Lbs Tow Rating 85,000 Lbs Retracted Distance 77 Inches Reach 126.5 Inches Weight Of Lift 2756 Lbs Has Many Attachments That Come With The Lift. This Truck Was Our Tow Truck From Kadingers Fleet. Well Maintained And Ready To Use For Your Towing Needs ............................................. $22,000

2005 UD 1400 With Flatbed Rack With A Tommy Gate On The Rear. 101,000 Miles Runs Good Has A J05D Motor With A Automatic Transmission. White With Black Rack And Grey Interior .................$8,500

1999 International 4700 Low Proﬁle, DT 466E With 258,707 Speedo Miles, 5 Speed Spicer Transmission, 19.5 Rubber With A 3.54 Ratio, Rearend With Hydraulic Brakes, Runs Good, White In Color.

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

ROAD EQUIPMENT PARTS CENTER 1-800-688-8007 1-800-833-4270 1-800-717-1178 1-800-968-4781 1-800-688-8006

•Appleton WI •Brainerd MN •Dallas TX •Grand Rapids MI •Milwaukee WI

R O A D

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•Atlanta GA •Cadillac MI •Fargo ND •Kalamazoo MI •South Bend IN

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Core Buy-Back available! Starters - Outright / No Core!

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299.

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BE SAFE!

INTEGRITY! Air-Hydraulic Service Jack 22 Ton Capacity

Part No. 3520

Part No. 22920W 44.5” body, 5” ID inlet/outlet. 10.1” shell.

89.99

Triangle Warning Kit Part No. 1014509 $ Packed in corrosion proof storage box.

16.99

$ 39 Log Book 1. Part No. 2-PAGE

Two page log book. 100/case

FLEX TUBING

Part No. 33276W $9.99

5” galvanized steel - precut

5” Lapjoint Clamp

Part No. 1410050-18

Part No. 35975W

Hand Bottle Jack 20 Ton Capacity

EXHAUST CLAMPS

WALKER MUFFLER

49.

Outright

299.99

1-800-688-8002 1-866-890-9075 1-800-727-8731 1-800-968-7510 1-800-688-8010

AMERICAN FORGE JACKS Part No.565E $683.99

Description

Rotatable Nose! 12 Volt, 11 Tooth

P A R T S

•Blk River Falls WI •Chicago IL •Gary IN •Lansing MI •St.Paul MN

SERVICE!

E Q U I P M E N T

1-800-660-9884 1-800-968-9563 1-800-688-8004 1-800-748-0580 1-800-968-5235

Part No. 1410050-24

5” Easy Seal Clamp

Part No. 1410050-36

Part No. 33970W $7.39

11.99 $ 14.99 $ 23.89

5” Lap Torctite Clamp

MYSTIK PRODUCTS Part No. 1412018 $ 99 2. Multi-Purpose Grease.

Part No. 1412016

Hi-Temp Grease.

Part No. 1412033 Autotrans Fluid Qts

3.39

4.59

Electric Brakes ON SALE: $49.99 12X2 - 6K.

83.

CLUTCH BRAKES

Part No. 127200 $28.59 Kwik Konnect® 2" clutch brake

Part No. 127760 18. 2" 10 spline clutch brake

Part No. 127740 $19.69 1-3/4" 10 spline clutch brake

Part No. K23-105-00 (LH) Part No. K23-106-00 (RH) Also Part No. 058-008-00 $

Part No. TL97944 Corrosive preventative compound for electrical contacts, switches and junction boxes. 2 ounce tube. OTHER SIZES AVAILABLE!

Your Light Duty Trailer Headquarters!

Predator DX2

PREVENT CORROSION

4” ST/T/T red lamp from Trucklite.

TruckliteÕs economy version! SAVE! Part No. TL40282R

2.25

CLUTCH ON SALE! NEW! Part No. E-P108925-82 15.5” Clutch with Easy Pedal Effort

529.99

Compare to Eaton!

Prices good through OCTOBER 2015. Prices Subject to Change. Some quantities may be limited. Call for quotes & specs! VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

AMERICAN TRUCKER / OCTOBER 2015

All Step Boxes & All Battery Boxes - October Only! www.4StateTrucks.com

28 Years Of Service

888.875.7787

SUPERIOR DIESEL

U.S. 30 WEST, WATERMAN, IL

(815) 264-3581 PARTS & SERVICE

HEAVY DUTY EQUIPMENT SERVICE & MAINTENANCE ✭✭✭✭✭✭✭✭✭✭✭✭✭✭✭✭✭✭✭ ✭ Dump Re-ﬂooring ✭ Frame Alteration ✭ Tractor-Trailer Brake & Susp. ✭ Wet Kits ✭ 5th Wheels ✭ Clutches ✭ Electrical ✭ Wreck Repair

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DEALER FOR MERRITT TRAILERS WARRANTY • PARTS • SERVICE RENTAL • LEASING 52 AMERICAN TRUCKER OCTOBER 2015

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

371-1521 MEYERS TRUCK SALES, INC. (800) (262) 255-1500 FINANCING AVAILABLE!!!

Mon.-Fri. 8:00 A.M.-5:00 P.M. ~ Saturday 8:00 A.M.-Noon

FINANCING AVAILABLE!!!

2006 Mitsubishi FUSO FE140, Mitsubishi 175 hp, Auto. Trans., Spring Susp., 14’, All Steel Wheels, A/C: Excellent, Turbo, Headache Rack, Tilt/Telescope, DOT, Power Steering; 4x2, Stk. #35.

2006 Capacity TJ5000, Cummins 5.9 152 hp, 7.83 Ratio, HARD TO FIND PRE EMISSION RUST FREE Capacity OFF HIGHWAY spotter... SEVERAL to choose from... CALL for best selection... LOW HOURS ... RAISED ROOF CAB.... CLEAN AS NEW !!! Power Steering, A/C: Excellent, Turbo, Wet Kit; 4x2, Stk. #20.

2009 Chevrolet C4500, with a Duramax 6.6 Diesel, Allison automatic, P/S, A/C, 4x4, Utility body with a built in dump body w/ hoist, VERY CLEAN- NO RUST... and IT’S A FOUR WHEEL DRIVE!!! Differential Lock, Power Steering, Tilt/Telescope, A/C: Excellent, Cruise Control, Power Locks, Power Windows: Both, Turbo; 4x4, Stk. #49.

2008 Chevrolet C8500, NO RUST... TANDEM FLATBED !!! 7.8 Isuzu Diesel, 8LL, P/S, A/C, AIR BRAKES, HEAVY AXLES, LOW MILES... MOFFITT KIT, Differential Lock, A/C: Excellent, Cruise Control, Heated Mirrors, Turbo, Headache Rack, DOT, Power Steering; 6x4 Stk. #59.

2005 Freightliner CL12064 Tandem Day Cab Tractor, 14.0 Detroit, 10 speed, P/S, A/C, LOW MILEAGE, PRE EMISSION, Did I say LOW MILES ??? 298,000 TOTAL MILES ! Differential Lock, A/C: Excellent, Cruise Control, Heated Mirrors, Power Windows: Both, Turbo, Tilt/Telescope, DOT, Power Steering; 6x4, Stk. #107.

2007 Freightliner MT45, , PRE EMISSION 16’ ALUMINUM step vans !!! These are both equipped with CUMMINS ISB 185 Diesel engine, ALLISON AUTOMATIC, P/S, LOW MILES... SUPER CLEAN !!! Power Steering, Power Windows: Other, Turbo; 4x2, Stk. #MT45-1.

2008 International 4300, NON CDL AIR RIDE with a FRESHLY REBUILT DT466, Allison automatic, power steering, A/C, AIR RIDE, air brakes, 26’x103”x102” van box, side door, LARGE 60”x82” ALUMINUM tuck under lift gate and a pullout aluminum walk ramp... this one has it ALL !!! DOT, Power Steering, Tilt/Telescope, A/C: Excellent, Cruise Control, Heated Mirrors, Overhaul, Power Windows: Other, Turbo; 4x2, Stk. #73.

2006 (PRE EMISSION) Ottawa YT50, CATERPILLAR DIESEL, Allison automatic, P/S, EXTRA HEAVY DUTY YT50 specifications!! CLEAN AS NEW!!! LOW HOURS!!! Power Steering, Turbo, Wet Kit, Stk. #OTT YT50.

2011 Peterbuilt 388, Differential Lock, A/C: Excellent, Cruise Control, Heated Mirrors, Power Locks, Turbo, Wet Kit, Tilt/ Telescope, DOT, Power Steering, Dual Exhaust, Dual Breathers; 6x4, Stk. #42.

2008 Sterling Acterra, Cummins 8.3 285 hp, Spring Susp., 5.22 Ratio, 245” W.B., Equipped with a Shredfast mobile collection body !!! Looks, runs and drives excellent !!!; 4x2, Stk. #72

2006 Chevrolet T8500, Isuzu Diesel 7.8, Hendrickson Susp., NO RUST... TANDEM FLATBED DUMP !!! 7.8 Isuzu Diesel, ALLISON AUTOMATIC, P/S, A/C, AIR BRAKES, HEAVY AXLES, LOW MILES... MOFFITT KIT, Differential Lock, A/C: Excellent, Cruise Control, Heated Mirrors, Turbo, Wet Kit, Headache Rack, Tilt/Telescope, DOT, Power Steering; 6x4 Stk. #9.

2007 International 4300LP, International DT466 210 hp, Spring Susp., 24’x96”x97”, Roll up Doors, All Steel Wheels, 254” W.B., Stk. #26.

Hwy. 45 At Hwy. 167 East Exit Germantown, WI 53022 (North Of Milwaukee)

SEE OUR ENTIRE INVENTORY AT WWW.MEYERSTRUCKS.COM VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

AMERICAN TRUCKER / OCTOBER 2015

www.kandrtrucksales.com 840 Interchange Drive, Holland, MI 49423 (I-196 exit 49)

888-547-8057

Member of the Used Truck Association

NEW FREIGHTLINER CASCADIA CONDO SERVICE CABS WITH BUNK WINDOWS

387 PETERBILT WIRED FOR CAT MBN RETAIL PRICE: $5560.00

FREIGHTLINER M2 DAY CAB WITH DOORS PART NUMBER M2DAYCABWITHDOORSSP RETAIL PRICE: $3950.00

INTERNATIONAL WORKSTAR BRIGHT GRILLE $275

2013 CUMMINS, NEW ISX12 CPL 3438 CM2250 NEVER INSTALL WITH FACTORY, $26,500

NEWSTAR KENWORTH T800 HOOD FITS YEARS 2010 AND LATER HOOD LENGTH 62 INCHES.

INTERNATIONAL PROSTAR HOOD

FREIGHTLINER COLUMBIA SHORT HOOD 112 OEM # A17-15555-000 RETAIL PRICE: $1500.00

VOLVO VNL BUMPER 1 PIECE AFTERMARKET BUMPER MEASURES 97”LONG 15” WIDE

CAT C7 ACERT ENGINE 7.2 LITER 330 HP, $8,900

NEW DETROIT DD13 SERIAL # 471903S0145742, 500HP, @ 1800 DISP 12.8 LITER ENGINE

2005 VOLVO VNL200 VED12 ENGINE ASSEMBLY MILEAGE 703,016 HORSEPOWER 435 ADP 3000-P2082

FREIGHTLINER CASCADIA LH DOOR ASSEMBLY PART NUMBER A1857527-000 RETAIL PRICE: $604.50

PETERBILT 378 BUMPER ASSEMBLY PART NUMBER DAW806B BILL OUT IN ADP 806B RETAIL PRICE: $450.00

Used Engines • Used Transmissions • Used Cabs • Used Rear Axle • Used Engines • Used Transmissions • Used Cabs

THOMPSON MOTORS OF WYKOFF, INC.

THOMPSON TRUCKS & PARTS, INC.

Wykoff, Minnesota

(507) 352-2435

TF: 800-862-2002 ¥ FAX: 507-352-4912

2007 Kenworth T800B, Cummins ISM 370 hp, UltraShift Trans., Air Ride, 4.11 Ratio, 222” W.B., Turbo, Stk. #71106 ............... $38,950

2007 Peterbilt 378, CAT C-11 350 hp, RTO14908LL, Air Ride, 5.57 Ratio, 228” W.B., Stk. #71171 .................$49,950

Visit our website @ www.thompsontrucks.com

2007 International 9200i, Cummins ISX 435 hp, 72” Hi Roof Slpr., AutoShift, Air Ride, 3.73 Ratio, 232” W.B., Stk. #71164 ............... $20,950

2005 International 8600, Cummins ISM 385 hp, FR11210B Trans., Air Ride, 2.93 Ratio, 171” W.B., Stk. #71042 .. .................................... $24,950

So. St. Paul, Minnesota (651) 455-9300

TF: 800-642-6455 ¥ FAX: 651-455-2066

2009 International Prostar Premium, MAXXFORCE 13 430 hp, 56” Flat Top Slpr,. FRO15210C, Air Ride, 3.25 Ratio, Stk. #71194 ...... $27,950

TRANSMISSIONS DIFFERENTIALS MOTORS Always in stock - a good Always in stock - good used, Huge inventory of new, rebuilt new surplus, late model and and good used units. in stock selection of used & rebuilt. Fuller, Rockwell & Spicer. and ready today. Ask about older cummins, CAT, Detroit ratio changes and overnight Ask about upgrading to a 13 and International Diesel Speed today delivery today. engines, from 180 to 600 HP

2003 International 8100, Cummins ISM 400 hp, Air Ride, 4.56 Ratio, 148” W.B., Stk. #71130 .............. $20,950

2005 Volvo VNM64T, Volvo VED12 365 hp, RTO14910B AS 2, Air Ride, 3.70 Raito, 160” W.B., Stk. #71170 .................$13,950

Used Engines • Used Transmissions • Used Cabs • Used Rear Axle • Used Engines • Used Transmissions • Used Cabs

54 AMERICAN TRUCKER OCTOBER 2015

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

Used Cabs • Used Rear Axle • Used Engines • Used Transmissions • Used Cabs

2010 INTERNATIONAL LONESTAR COMPLETE CAB

23125 - 430TH ST. SE Winger, Minnesota 56592 PO Box 69

www.luckentrucks.com

MOTORS In Stock good used late model and older Cummins, Cat, Det., & IH diesel engines

CUMMINS L-10 260HP & 240HP ............................... $3,000 NTC FORMULA 300, BCII ........................ $3,000 NTC 315, BC IV ........................................ $3,250 NTC 350, BC II&IV..................................... $3,500 NTC 350, BC IV w/jakes ........................... $3,500 NTC 400, NC IV ........................................ $4,000 NTC 350, BC III ......................................... $3,500 N-14 ESP.......................................... Start $4,500 5.9 195 HP ............................................... $2,500 8.3 240 HP & 275HP ................................. $4,000 ISX ............................................................. $6,500

DETROIT 6-71 ........................................................... $2,500 8V, ’71 ........................................................ $2,500 60 S 11.1, DD1&2 ...................................... $2,500 60 S 12.7, DD4&5 ...................................... CALL

MACK EMG, 250 HP ............................................ $3,000 T675, 237 HP ............................................ $2,500 EM6, 300 HP ............................................. $3,000 E7, 400 HP ................................................ $4,000 E7, 427 HP ................................................ $4,500

2009 D Dec 6 Detroit with 26,000 Actual Miles $14,000 Exchange

CAT 3208, 210 HP............................................. $2,000 3208T, 250 HP ........................................... $2,500 3176, 380 HP............................................. $3,500 3406A, 350 HP ......................................... $2,500 3406B, 425 HP .......................................... $4,000 3406-E 455-550HP ..................................... CALL

FORD 7.8, FITS LN .............................................. $2,500 361 CI, GAS................................................. $750 6.6.............................................................. $2,500

New wet kits complete with tank Starting @ $1,850

Rebuilt Fuller: Rebuilt & Reman Differentials RTX15210C RTLO14609B RTLO16913A Eaton: RTLO20913B DS402 $1,400 RTLO20918B RS402 $900 FRO1640 DS404 $1,400 RS404 Rockwell: RD20 145 RR20 145 Spicer: N400F N400R SQ100’s

$2,500 $2,500 $3,500 $4,250 $4,500 $2,750

$900 Rebuilt Mack: $1,400 $900

T-2090 T-2070

$1,750 $1,750

$1,400 $900 $900

HT 750DRD 4060P

Allison: $1,500 $4,000

Recond Available

Call on prices for rebuilt 1 year warranty

IHC V345 ............................................................. $750 V392 ............................................................ $950 V549 .......................................................... $1,200 DT466, 210 HP ......................................... $3,000 DT466E..................................................... $4,000

Mack CRD92 Recond $1,800 CRD93 Recond $1,100 Good selection of rear cuts and tri-drive assemblies starting at $3,500

All parts sold with warranty

Hoods, Doors, Body Parts and Much More.

2005 Kenworth W900, CAT C15 475 hp, 18-spd., Air Ride, 3.90 Ratio, 314” W.B. ...............$49,900

2008 Peterbilt 365, 36” Unibilt Slpr., CAT C13 350 hp, 8LL Trans., Air Ride, 3.90 Ratio ..........$49,900

2005 Freightliner FLD12064T Classic, CAT C-15 550 hp, 18-spd., Air Ride, 3.73 Ratio ............. $29,900

2005 Kenworth T800, CAT C15 435 hp, 10-spd., 8 Bag Air Ride, 3.36 Ratio, 173” W.B. ...............$34,900

2005 Peterbilt 379, CAT C-13 430 hp, 8LL, Air Trac, 4.33 Ratio, 196” W.B., Alum. Wheels .......... $44,900

2004 Kenworth W900, CAT C15 475 hp, 13-spd., 8 Bag Air Ride, 3.55 Ratio, 260” W.B. ................$39,900

2002 Kenworth W900L, CAT 6NZ 490 hp, 18-spd., 8 Bag Air Ride, 3.90 Ratio, 230” W.B. .......$59,900

2002 International 9400 Eagle, Detroit, Magnum Box 19’x5’x8’, Pintle Hitch and Air ..........$22,900

2005 Mack Vision CXN613, Mack AC 355 hp, 9-spd., 3.86 Ratio, 188” W.B., Deck Plate........................... $28,900

1986 Load King 1827, Spring Susp., 37’x96”x9’, All Steel Wheels, TriAxle, 11’ Belly .......................... CALL

Over 500 Trucks for Parts with Thousands of Parts Available. Many Late Model Units. VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

AMERICAN TRUCKER / OCTOBER 2015

Check the web site for full listings. Wet kits available, many more models to choose from, new stock weekly, call for equipment pricing

Many trucks and trailers and several pieces of equipment currently in inventory, also parts including engines, transmissions, and differentials

TRUCKS & PARTS

(877) 277-4963

READY to ROLL! See Our Entire Inventory Online 24/7 • Updated Daily!

www.truckcountry.com

Family Owned Since 1958

12 Cascadia 72” Mid Roof XT, Cummins ISX, 10 Spd, 22L Tires, Alum. Wheels, 315,266 mi, 339403, $77,900.

13 Kenworth T600 70” Flat Top, Cummins ISX, 22L Tires, Alum. Wheels, 324,493 Miles, 403086, Multi Units as Low as $81,900.

13 Cascadia 72” Mid Roof XT, DD15, 10 Speed, APU, New Drive Tires, Miles in 200s-300s, 500K Warranty, 341303, Multi Units as Low as $89,900.

12 Freightliner Cascadia 70” XT, Detroit DD15, 10 Spd, Alum. Wheels, 22L Tires, 334447, $82,900.

12 Cascadia 60” Mid Roof, Detroit DD13, 10 Spd, 3.58 Ratio, 350,172 mi, 342436, $78,900.

12/13 Peterbilt 386 70” Mid Roof, Paccar MX, Ultra Shift, APU, Alum. Wheels, Miles in 300s or 400s, 388696, Multiple Units as Low as $69,900.

12 Cascadia 72” Raised Roof, DD15, 10 Spd., 3.55 Ratiio, 228” WB, Alum. Wheels, 379,418 miles, 334541, Multi Units as Low as $80,900.

Find us on

Finance it Right Here! LOW Rates for Qualifed Buyers!

11 International ProStar 72” Sky Rise, Cummins ISx, 13 Spd., Miles in 400s, 451600, Multi Units as Low as $56,900.

12 Cascadia 72” RR, DD15, 10 Spd., 22L, Aluminum Wheels, 3.42 Ratio, Miles in 300s, 336047, Multi Units as Low as $82,900.

11 International ProStar 72” Sky Rise, Cummins ISX, 13 Spd., 226” WB, 22.5 Tires, 471,000 mi, Alum. Fuel Tanks, 451011, Multi Units as Low as $56,900.

13 Kenworth T660 72” Aerodyne, Cummins ISX, 10 Spd., Alum. Wheels, New Drive Tires, 500K Warranty, 403094, Multi Units as Low as $91,500.

Call 888-484-4280

NEW and USED TRUCK SALES • EXPERT SERVICE • PARTS • LEASING • FINANCING 56 AMERICAN TRUCKER OCTOBER 2015

VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

Independent tests prove soot production in the combustion chamber is reduced by 60% or more

TREATED DPF FRONT

UNTREATED DPF FRONT

TIRED OF FIGHTING DPF REGENERATION ISSUES? There’s a simple and cost-effective solution!

UNTREATED DPF OUTLET

LOWER YOUR COSTS OF DPF OWNERSHIP

reducing soot production. Because EnerBurn lowers the burn temperature of carbon (soot), your DPF will automatically regenerate as the flter was designed to do. Your DPF will clean itself “on the go” keeping your truck or bus in the feld and out of the dealership for flter service.

Keep more money in your business by reducing DPF maintenance expenses and fuel costs. Call or email us today!

TREATED DPF close-up

engine to burn the fuel more completely, thereby

TREATED DPF OUTLET

when using EnerBurn.* EnerBurn will allow your diesel

® www.betterdiesel.com

*Ask about our money-back guarantee!

612-209-3079 VISIT AMERICANTRUCKER.COM FOR USED EQUIPMENT LISTINGS.

jgates@betterdiesel.com AMERICAN TRUCKER / OCTOBER 2015

Digital Snapshots

TRUCK FRAMES 24 hour

turnaround TOLL FREE:

707-473-0806

Serving Ohio, Indiana, Michigan & West Virginia

Guaranteed accurate

www.pgadams.com

allenjacfueltanks.com 2160 W. Breese Rd. Lima, OH 45806

866-851-6478

Don Dens Sales, Inc.

Don Dens Sales, Inc. I-35 & Hwy 210 - Carlton, MN

I-35 & Hwy 210 - Carlton, MN

New Galvanized - Never needs painted

Complete Wet Kits Available!!! WE SHIP ANYWHERE!

New Galvanized 47’ 3 Axle 5 Bunk Log Trailer, All Alum. Wheels, Front And Rear Axles Lift, 30K Axles And Susp, Led Lights ..... $48,500 w/FET

1-877-366-1090 • www.dondenssales.com

Air Shift PTO................................................................................$415.00 Direct Mount Air Shift C-102 Dump Pump .................................$390.00 50 Gallon Alum. Side Mount or Upright Tank .............................$550.00

COMPLETE SEALED TRAILER WIRE HARNESS FRONT TO BACK $250.00

1-877-366-1090 • www.dondenssales.com

Don Dens Sales, Inc. I-35 & Hwy 210 - Carlton, MN

There’s only one product that would have prevented this accident, and you should know about it.

2006 International 5900I – ISX 475 Cummins, 42K miles on factory engine with transferable warranty, 14.6FA – 46RA, 10 speed, 4:10 ratio, 15’ Brandon dump box, easily removable and includes 5th wheel for tractor package ..................... $66,500

866-825-3241

1-877-366-1090 • www.dondenssales.com

www.GiraffeG4.com 1-877-543-1087

To advertise with American Trucker, call: (800) 827-7468

58 AMERICAN TRUCKER / OCTOBER 2015

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We’ve got what you’re looking for! FAST AFFORDABLE SHIPPING

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COMPLETE CAT 3126; COMPLETE PACCAR MX13;

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- $2,500 EXCHANGE

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COME GET THE PARTS YOU NEED! CABS FOR COMPLETE SALE OR PART OUT;

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4.56 RATIO; HUB PILOT

- $4,500

COMPLETE MACK 44,000 lbs. HUB PILOTED, BRONZE BUSH CUTOFF - $2,250

USED FRONT AXLES MOST MAKES AND MODELS - STARTING AT $500

NEW AND USED OIL PANS - STARTING AT $100

GOOD USED ALUMINUM & STEEL FUEL TANKS, SOME w/BRACKETS - STARTING AT $200

INTERNATIONAL 3800 BUS HOODS - $400 EACH

2009 ROCKWELL HENDRICKSON HAULMAAX CUTOFF;

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AMERICAN TRUCKER / OCTOBER 2015

OCTOBER 2015, EAST EDITION Alabama, Connecticut, Delaware, Florida, Georgia, Illinois, Indiana, Kentucky, Maine, Maryland, Massachusetts, Michigan, Mississippi, Eastern Missouri, New Hampshire, New Jersey, New York, North Carolina, Ohio, Pennsylvania, Rhode Island, South Carolina, Tennessee, Vermont, Virginia, West Virginia AMERICANTRUCKER.COM SALES & MARKETING OFFICE (800) 827-7468 Indianapolis, IN SUBSCRIPTION NUMBER (800) 505-7173 SUBSCRIPTION FAX (913) 514-3621 PRODUCTION OFFICE 9800 Metcalf Ave.,Overland Park, KS 66212 Email: american_trucker@penton.com

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60 AMERICAN TRUCKER / OCTOBER 2015

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ADVERTISER INDEX

A&R Diesel

Opdykes

Alcoa Wheel

Peterbilt

Alliance Trailers

Pro-Tote

Allstate Peterbuilt

Raney Truck Sales

American Made Liners

Red Eye Radio

American Truck Parts

Road Equipment

American Truck Salvage

Asher

Rydemore Heavy Duty Truck Parts, Inc

Ruan

IBC

Safey First Sleep Soutions

Sam’s Riverside Truck Parts

Better Diesel

Century Finance

Dayton Truck Tires

Detroit Radiator

Digital Snapshot

Schneider National/ Used Trucks

EPA Smartway

Shell Oil

Equiptment One

Four State Trucks

36, 52

Spray Control System, Inc

7, 9

Fleetco

Superior Diesel

Thompson Motors of Wykof

Truck Country

Truck Down

United Trailer

Vander Haag’s, Inc

WG Mears

Write Up the Road

FleetPride 13

IFC-1,

GSE&E

Guardian Truck Body

Hale Trailer

48-49

Heavy Quip

Jordan Truck Sales

K&R Truck Parts

Kadingers

Kaufman Trailers

KTB

Linings Inc.

Lucken’s Truck & Parts

Manders Diesel

Michelin Tire

Mt. Horeb

Myers Trucks

NAPA Auto Parts

New Sound Transportation

NTEA

Nuss

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To advertise in our next issue, please contact your sales representative. MARKETPLACE AD SALES ELLEN ROWLETT ellen.rowlett@penton.com 800-827-7468 AL, CT, DE, FL, GA, KY, MA, MD, ME, MS, NC, NH, NJ, NY, OH, PA, RI, SC, TN, VA, VT, WV DAN ELM dan.elm@penton.com 800-827-7468 AR, IA, KS, LA, MN, MO, NE, ND, OK, SD, WI Upper Peninsula of MI, Canada RICHARD WHITE richard.white@penton.com 317-605-6201 Custom Print Projects DISPLAY AD SALES WILLIAM J. DOUCETTE 603-236-3310 Fax: 603-236-3304 wjduce@gmail.com CT, DE, Eastern PA, MA, MD, ME, Metro NY, NH, NJ, RI, VA, VT DAVID HAGGETT 847-934-9123 Fax: 847-934-9128 dghaggett@aol.com IL, IN, KS, KY, IA, MN, MO, ND, NE, SD, WI PETER LOVATO 231-233-2660 Fax: 913-514-7122 peter.lovato@penton.com AL, AR, FL, GA, LA, MS, NC, OK, SC, TN, TX WOODY NEWELL 360-944-6572 Fax: 360-944-8452 swnewell@gmail.com AZ, CA, CO, ID, MT, NM, NV, OR, WA, UT, WY, AK, HI, Western Canada

AMERICAN TRUCKER / OCTOBER 2015

2850 W. Broadway Rd. Phoenix, AZ 85041 Toll free 866-825-3241 • www.americantruck.com

FRESHLY PAINTED FL M2 HOOD GOOD CLEAN 2012 FREIGHTLINER WITH NEW AFTERMARKET CASCADIA DAY CAB WIRED FOR GRILLE AND HEADLIGHTS DETROIT DD13. TAG #SV-276-2

CUMMINS ISL9 380HP ENGINE GOOD INSPECTED EATON ASSEMBLY CPL 3663 TAG #6607 FULLER FO-16E313A-MHP TRANSMISSION OUT OF 2014 FL CASCADIA. TAG #SV-24-13

KTB Liquid Tire Balance E PA P r e f e r r e d

These are the ways that KTB Liquid Tire Balance will save you money! • 1.5-2% Increased Fuel Economy – The average savings is $583.50 per truck per year. (Mileage and miles per gallon based on the 2013 Vehicle Technologies Market Report). • 15-25% Longer Tread Life – Your tire is balanced for life. Coolants reduce the tire temperature by 16%. • 2-3 More Retreads Per Casing – The estimated savings is $400-$600 per tire. LTB balances and conditions the casing allowing more retreads per casing. • Lower Man Hour Cost to Mount and Dismount Tires – LTB works as a bead lube insuring a perfect bead seat every time. It stops rim rust for quick tire removal and a perfect seat when remounting.

THE ORIGINAL DUMP BEDLINER • Permanent protection for dump bodies • Lower scope dumping reduces chances of roll-over

• Works with all TPMS – LTB will not block Tire Pressure Monitoring Systems-LTB acts as a hydraulic fuid providing accurate readings.

• Less sticking and freezing of loads

• Helps Detect Valve Stem leaks, Tire Damage, and Stress Cracks – KTB Liquid Tire Balance is green and will show any valve, rim, or tire leaks. This results in increased safety and less down time.

• Higher profits with less carry-backs and more hauls per day

Over 300,000 Liners Installed

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KTB

MANUFACTURING GROUP

Liquid Tire Balance, Sealants and Other Products

Protective Linings for Industrial Applications

800-356-0524 • sales@linersystems.com 62 AMERICAN TRUCKER OCTOBER 2015

www.ktbmanufacturing.com Made in the USA

Call for Free Samples

908-472-9578

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PETERBILT 387

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MACK CH MODEL

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FREIGHTLINER COLUMBIA

Machined Holes Solid Corner Support (No Screw) No Restricted Flow Full Corner Support Industrial Strength Core HD Brass Header (.060)

AMERICAN TRUCKER / OCTOBER 2015

ALEXANDRIA, MN

BISMARCK, ND

CLEVELAND, OH

DICKINSON, ND

EAU CLAIRE, WI

FARGO, ND

FINDLAY, OH

GRAND FORKS, ND

GIVING TRUCK OPERATORS EVERY ADVANTAGE. TIMES 20.

LA CROSSE, WI

MANKATO, MN

NEW PHILADELPHIA, OH

RAPID CITY, SD

ROGERS, MN

SOUTH ST. PAUL, MN

SUPERIOR, WI

TOMAH, WI

WILLISTON, ND

WINONA, MN

WINONA DIESEL, MN

YOUNGSTOWN, OH

Up and down the highway, you have a friend in the trucking business.

Fully-equipped service bays stafed by certifed technicians.

Allstate Peterbilt Group.

Plus, leasing and fnance professionals who will give your money every advantage.

At each of our 20 dealer locations in the upper Midwest you will fnd a wide inventory of rolling stock.

Whenever and wherever you need help, count on Allstate Peterbilt Group to go the extra mile for you.

Parts departments with more than 50,000 SKUs from more than 500 manufacturers.

Times 20.

SALES

PARTS

SERVICE

The Upper Midwest’s Largest Truck Dealer Group.

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FINANCING

800-643-9549

TRUST IS BUILT IN.

www.ruantrucksales.com

2007 International 9200, Cummins ISX435HP,Jake, 10spd, Steer pusher axle, 611,613 miles $36,750

2013 Freightliner Cascadia CA125SLP, DD13435HP/ 1800 Engine, 10 speed Manual FRO15210C, 3.58, 219Ó WB., Alum. Frt. 629,000 miles, $69,750, Starting monthly payments $1,507.00 * Minimal Down payment: Pending credit approval

2013 Freightliner Cascadia, CA125DC , DD-13435HP/ 1800 Engine, 10 speed Manual FRO15210C, 3.58 ratio, 185Ó WB., Alum. Frt. 728,624 miles, $65,750, Starting monthly payments $1,783.00 * Minimal Down payment: Pending credit approval

(4) 2012 Volvo VNL64T300, 2 0 1 1 I n t e r n a t i o n a l D13-425 HP, I shift, 176Ó Prostar, Max13-430HP, WB, Avg. 630,000 miles 10spd, 177Ó WB. $38,750 $57,750

2009 Freightliner CST120, MBE410HP,Jake, 10spd, 190Ó WB, 3.58 ratio, Avg 620,000 miles

2007 International 9200, Cummins ISM385, Jake, 160Ó WB, 3.58 Ratio, Full Lockers, avg. 680,000 miles.

CIRCLE 3 ON REPLY CARD