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24 /COVER STORY Retrofit or replace? Emissions regulations are forcing truckers to make a choice
22 /BUSINESS OF TRUCKING Fueling your profits Learning how to charge shippers for fuel keeps cash in your wallet
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EDITOR’S PAGE .............................................. 4 Dealers are using “new math” to showcase value of trucks
PARTS & SERVICE ............................................ 6 The latest in parts
TIRE RACK ....................................................14 Lack of knowledge continues to put technicians at risk
TRUCKS AT WORK ..........................................16
ON THE RISE
NOSE FOR BEAUTY
Older trucks increase need for more parts
Classic tractor decked out for the long haul
Driver-friendly specs crucial to success for rental fleet
SHOP TALK ....................................................18 Hauling biodiesel poses a problem for Minnesota carrier
FOCUS ON .....................................................20 Weight reduction continues to be a priority for fifth wheels
AMERICAN TRUCKER MARKETPLACE ............33 Used trucks, trailers, parts & services
2 American Trucker/February 2012
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Let’s go for 50,000 miles between oil changes. © 201 2012 Che evro vvron roon nU U.S.A U.S S S.A .A. Inc In nnc c. A Allll rrigh Al riigh iggh httss re reserv serve sse e vve ed. d Al A l tr ttra ade dem ema arkkss aare pro p ope pperty ty own owne ed byy Ch Chevr he on Intellectual Property LLC.
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How do we do it? Delo® products utilize our specialized ISOSYN® Technology, which combines premium base oils, high performance additives and Chevron formulating expertise to provide superb diesel parts protection that rivals synthetic performance. All at an outstanding value. Delo products with ISOSYN Technology help provide extended service protection, maximize engine durability and minimize operating costs. Learn how Delo’s family of products can help you go further, visit ChevronDelo.com
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*50,000-mile oil drains are the maximum drain levels authorized for Detroit Diesel DD13, DD15 & DD16 engine models, which have the highest oil drain levels in the North American trucking industry today. Delo 400 engine oils have been field tested at these drain intervals and have been shown to provide excellent engine parts protection. Always follow OEM maintenance recommendations and utilize used oil analysis testing for any extended oil drain programs.
editor’s page
BY SEAN KILCARR
203/358-9900 or 800/776-1246 Fax: 203/358-5819
Vice President/Group Publisher Thomas W. Duncan
Editorial Staff Jim Mele Editorial Director jim.mele@penton.com
Return on sales
Sean Kilcarr Editor sean.kilcarr@penton.com Tim Brady Business Editor tbrady@writeuptheroad.com
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There’s a new “math equation,” so to speak, being deployed in the world of new-truck sales, but it’s one any buyer of new or used trucking equipment should think about: return on sales or “ROS.” Mark Lampert, senior vice president-sales and marketing for Daimler Trucks North America (DTNA), discussed this topic with me last month. He explained this is how Manufacturers many OEMs—but his in particular—hope to recoup the tremendous amount of are explaining money manufacturers spent over the last decade adding emissions control technol“truck math” ogy to their products. According to all the information I’ve gathered over the years, between $13,500 and $23,300 got added to the base cost of a Class 8 truck since 2002 to meet emissions mandates. Yet, from Lampert’s perspective, there’s a benefit to customers using DTNA’s selective catalytic reduction technology package to comply with the 2010 emissions rules and that’s improved fuel economy, which the company says can be on the order of 5%. Going forward, Lampert explained that OEMs like DTNA will present a new ROS formula to customers. “If we can provide you with increased fuel economy and improved uptime, meaning less money spent on maintenance and less time in the shop, then we will ask for a premium for our product,” he noted. “We expect the customer would be able to ‘pay back’ the premium we need in a year or two from the fuel and maintenance savings,” he pointed out. Let’s see how the market responds to that. AT
Brian Straight Managing Editor brian.straight@penton.com Dan Zeis Senior Art Director dan.zeis@penton.com
Contributing Editors David Cullen david.cullen@penton.com 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
sean.kilcarr@penton.com
4 American Trucker/February 2012
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At Alliance Truck Parts, we’re always seeking ways to offer you cost-effective alternatives to overpriced parts. So the next time you’re in the shop look for the Alliance black-and-yellow to know you’ve got a quality part that fits right, works great and keeps your costs down.
Better Parts. Good Prices. Find your nearest dealer at alliancetruckparts.com/dealers DTNA/PSM-A-690. Specifications are subject to change without notice. Copyright © Daimler Trucks North America LLC. All rights reserved. Alliance Truck Parts is a brand of Daimler Trucks North America LLC, a Daimler company.
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parts & service
Fighting regulations M
Parts demand increasing Alliance Truck Parts is trying to position itself as an all-makes “value brand.”
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he demand for aftermarket truck parts is booming and is poised to keep gaining strength as owners continue to extend truck ownership cycles. Alliance Truck Parts (ATP) executives, speaking at a NASCAR media event in Miami, FL, in December, explained that longer trade cycles are driving up prices for used trucks, causing many to keep their trucks longer. This is resulting in more maintenance work and driving parts demand. Dan Haggerty, Daimler Truck North America’s (ATP’s parent company) director of parts and service marketing, noted that the company is trying to position ATP to attract the second and third owners of trucks who are seeking quality parts to get the most life out of their trucks. “With the value of that equipment higher and expectations for it to last longer, we’re seeing the opportunity to sell quality, value, and dealership service at a competitive price,” said Haggerty. “We’re trying to show the second and third owner that our parts and service pricing is not all that bad, and is worth the investment to sustain
6 American Trucker/February 2012
longer ownership periods.” John O’Leary, DTNA senior vice president-aftermarket, noted that the company is focused on expanding the distribution footprint of its ATP brand of parts, which contains 20 product lines aimed at the Class 6-8 truck market. “We’re trying to [make ATP] known as the all-makes ‘value brand’ in the parts market,” he explained. “Since the industry went through its worst downturn ever starting in 2008, budgets now do not always support buying parts at premium price points. We want to fill the ‘middle tier’ of the truck parts segment; we want to be the better part at a good price.” ATP is also continuing to “rationalize” its parts offerings, adding six new ones in 2011 and discontinuing others. New offerings include charge air coolers, radiators, new clutch assemblies, four new battery models, and new brake chamber models. New products expected this year include customizable fuel tanks, U-joints, starters and alternators, fifth wheel top plates, and air springs. —SEAN KILCARR
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any truckers and carriers feel they’re being regulated right out of business. But if you’re going to be in the trucking business, you need to figure out how to deal with rules and regs that you may not agree with. You need to figure out how to make them work to your advantage. A trucker wouldn’t let a mountain, adverse weather or congested traffic beat him, so why would he let a bunch of changed rules run him out of business? We must get the attention of the politicians and force them to put pressure on regulators. We must do this by getting the public’s attention. The best way to do this is to adhere to the rules shippers place upon your trucking operation, while at the same time making sure you are financially compensated for the increased costs and any lost revenue incurred due to the new rules. Hold your shippers accountable for delays they create. Make sure you’re fully compensated for both the time and distance required to complete each load. Then let the shippers know why their rates have increased. If you don’t ask, you won’t ever receive, and if you don’t insist on better compensation, it will never happen. Tim Brady’s “Trucking Insights” column appears monthly, offering helpful tips on how you can successfully navigate your business in today’s economy. Contact Tim Brady at tbrady@writeuptheroad.com or call 731-749-8567. Join Brady at www.truckersu.com
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parts & service
Temp display
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new display that mounts on the front corner of a trailer makes it easy for a driver to verify the temperature inside a trailer without leaving the cab. The dual-view LED temperature device from Carrier Transicold displays large amber numerals for up to three zones in Fahrenheit or Celsius. The image on the system can be reversed so that drivers viewing the numbers in a mirror see them correctly, Carrier said. When the trailer is sitting in a yard, the device can be switched from reverse view to normal view. The device also shows refrigeration unit status as either cool, heat, defrost
The easy-to-read device can be switched from reverse to normal view.
or warning. It is compatible with most Carrier Transicold and competitive trailer units. A two-year limited parts warranty is included. www.carrier.transicold.com
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Routing for truckers
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omTom Business Solutions recently unveiled its Pro 7150 Truck routing and navigation system. The Pro 7150 automates routing, taking into account vehicle proďŹ les and road attributes and restrictions. It will automatically favor a main road over a secondary road and take into consideration roads with sharp turns and U-turns and route trucks around them when possible. It also includes a comprehensive collection of truck attributes such as weight and dimension limitations. The device utilizes advanced lane guidance to maneuver around diďŹƒcult intersections, hands-free dialing, and a touchscreen. www.business.tomtom.com
parts & service
Video training series A
series of eight “We are happy to videos has launch this comprebeen released hensive video series by Prophesy Transfocused on our new portation Solutions, a web-based TMS solutrucking and logistics tion,” said Prophesy software provider. The vice president & genseries focuses on dif- The videos provide an opportunity to eral manager Bill Ashferent sections of the examine if OnDemand is the right fit. burn. “These videos company’s web-based, allow small trucking pay-as-you-go Prophtrucking companies and companies and brokers esy OnDemand solution, brokers. The videos focus to have a truly self-service which is designed for small on the software’s features. experience while evaluat-
ing Prophesy OnDemand if they so choose. Our staff is at the ready to help them along the way to determine if OnDemand is a fit for their operation.” The videos cover dispatch, accounting, rating, LTL and cross-docking, best fit, reporting, track and trace, EDI and ACE, mileage and routing, and IFTA fuel tax. Go to www.prophesyondemand.com/demos to view the videos.
Railgate for stake, van bodies
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new railgate is the first 3,000-lb. capacity model offered from Tommy Gate. The railgate is designed for applications performing a high number of lifting cycles during daily use. To accommodate the increased use, the railgate includes machined steel rollers, dual-sealed ball bearings, hardened steel pulleys, and composite bushings. Features of the gate include class-exclusive
safety trip bar, self-close and auto-open cam arm to create hands-free platform operation, steel rollers,12in. platform taper, and a three-light incandescent light kit. www.tommygate.com
Driver services app The My DAT Trucker Services app from TransCore is now available on the Apple iPhone. The free app assists drivers in locating truckstops, rest areas, fuel prices, CAT scales, Walmart stores, and other amenities. Also, users can locate up to 25 nearby loads through the DAT truckstop load board network. The app was previously available only on the Android platform. www.transcorefreightsolutions.com
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ICE ROAD TRUCKERS LIKE ALEX KNOW THAT WHEN THE MERCURY DROPS, lead-acid batteries can fail and leave them stranded. To extend battery life and keep rigs rolling, fleet managers and operators install an ultracapacitor-based Engine Start Module from Maxwell. Maintenance-free and sized like a standard battery, it delivers quick-burst power for hundreds of thousands of reliable starts in temperatures from -40 ºF to 140 ºF. Driver safety and on-time deliveries. Like your trucks, they both start with Maxwell. MAXWELL.COM/ESM
I NEVER LEAVE COLD STARTS TO CHANCE. ALEX DEBOGORSKI, ICE ROAD TRUCKER
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MEET ALEX AT PANA-PACIFIC MATS BOOTH 34285 AND CHECK OUT THE ENGINE START MODULE AT THESE DEALERS. Brought to market by
parts & service
Industrial chargers A
new line of advanced highfrequency industrial battery chargers from Ametek Prestolite Power is said to offer improved power conversion circuitry for efficiency, accuracy, and flexibility. The design of the Eclipse II Series makes it 93% efficient, converting AC power to usable DC power with minimum possible impact on the utility grid, the company said. A 0.95 power factor reduces installation costs by minimizing AC amp draw. Both the Eclipse II conventional charger and Eclipse II Plus for fast charging are able to recharge a fully drained lead-acid battery in eight
Both of the charger models convert AC power to DC power.
hours or less. The Eclipse II Plus opportunity charging function sustains the battery between 30 and 80% state of charge via short, opportunistic charges, according to the company. www.prestolitepower.com
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Pilot releases iPhone app P
ilot Flying J has introduced a new iPhone app to help professional drivers plan trips, identify refueling locations, and locate other amenities. My Pilot locates any of more than 550 Pilot Travel Centers or Flying J locations across North America. Location and trip features are provided. The app finds the closest location and lets the user see current fuel prices for that location. It will identify other locations in the area through a bird’seye view map. Users can see locations in traditional map, satellite, or hybrid map view. www.pilotflyingj.com
MARCH 21, 2012 KENTUCKY EXPO CENTER
LOUISVILLE, KENTUCKY
F L E E T FLEET OWNER
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THE FUTURE OF HEAVY DUTY TRUCKS IN NORTH AMERICA
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REGULATIONS/LEGISLATION AFFECTING TRUCKING FLEETS
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THE FUTURE OF THE HD TRUCK POWERTRAIN
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TRAILER TECHNOLOGY’S IMPACT ON FUEL EFFICIENCY
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FUELSMARTS: FUEL EFFICIENCY – A REAL WORLD PERSPECTIVE
Frost & Sullivan Sandeep Kar, Global Director, Commercial Vehicle Research
John Hill, Former FMCSA Administrator
Moderated by Jim Mele, Editor-in-chief, Fleet Owner
Moderated by Tom Berg, Senior Editor, HDT
Fleet Panel comprised of HDT’s 2012 Truck Fleet Innovators Moderated by Jim Park, Equipment Editor, HDT The 2012 Fleet Forum will immediately precede the 2012 Mid-America Trucking Show on Wednesday, March 21, 2012 11:00 am - 6:00 pm at the Kentucky Exposition Center.
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parts & service
Lighter landing gear
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ost International lower leg is made from polyhas unveiled two ester-coated HSLA steel for lightweight landadded corrosion protection. It ing gear products that it is available in inside and outsaid do not compromise side mount, and a full set can on strength. save as much as 40 lbs. over The AlumiLightX, competitive models. part of Jost’s AX100 With a rated lift capacity of aluminum hybrid land55,000 lbs. and a side load caing gear series, is rated pacity of 29,000 lbs., the Jost at a 50,000-lb. lift caUL500 landing gear is 27 lbs. pacity and a 27,000-lb. lighter than similarly rated side load capacity. It is landing gear, according to the designed to be durable, company. lightweight, and corroA re-engineered lift nut sion-resistant. The AX100 is rated and the HSLA material used The upper leg on the at 50,000-lb. lift in the manufacture of the AlumiLightX is made from capacity. UL500 landing gear is said extruded aluminum and to reduce the weight without features a heavy-duty reinforced decreasing strength. strap for side load strength. The www.jostinternational.com
Metric impact socket set released
nap-on has released a new ½-in. drive, 12-piece semi-deep sixpoint metric impact socket set. Ranging in sizes from 15 to 27 mm, the set features a flank drive wrenching system that grips the fastener on the flanks/flats for up to 20% more turning power. Heattreated sockets offer more durability than chrome sockets under continuous use, Snap-on said. “The new Snap-on metric impact socket sets are designed and manu-
factured to withstand heavy blows and can endure continual use,” said Scott Amundson, product manager for Snap-on. “These durable sockets provide more turning power, which will enable you to complete jobs quicker and more efficiently.” The sockets also include a square drive side hole that works with ball or pin-type retention, and have a depth that allows the sockets to start to thread the nut onto the stud. www.snapon.com
12 American Trucker/February 2012
A
new biometrics feature has been added to a smartphone mobile time clock application, allowing for the positive identification of employees reporting to work. FaceFront Biometrics from ExakTime allows the company’s PocketClock/GPS mobile time clock, which is used on any iPhone, iPad, Android, BlackBerry, or Windows smartphone or tablet, to turn into a photo-verification device. Users simply use the camera lens of the device to snap a picture of their face, and FaceFront will allow bookkeepers to match an employee’s field photo to a file photo, verifying the employee. ExakTime has also added an equipment tracking feature that helps contractors maintain a history of where their field equipment has been used and allows them to capture pictures, notes and voice recordings from the field and send to their office. Contractors simply assign a piece of equipment to an employee and worksite, and the easy-to-use software tracks equipment for them in real-time with 100% accuracy and pinpoint GPS precision. www.exaktime.com
Filter brochure published
The 12-piece set ranges in size from 15 to 27 mm.
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Mobile time clock
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he Racor Div. of Parker Hannifin Corp. has published its new lubrication filtration systems brochure. The brochure details Racor’s full line of oil filtration products and includes information on Racor Absolute bypass oil cleaners, engine lube filtration, transmission filtration, and hydraulic filtration. For more information, call 1-800-3443286 and request brochure #7640. www.parker.com/racor
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Know your limits
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On Oct. 19, 2011, Brian J. Fosdick of Marshfield, MA, was fatally injured while performing “some kind of tirechanging operation” on a septic truck. A reporter from the local newspaper called me that afternoon looking for more information on multi-piece rim service. While the Occupational Safety and Health Administration (OSHA) is investigating the exact cause of the accident, from what I was told, it appeared to be avoidable incident. Lack of another This seems to be a common regarding fatalities knowledge theme and truck-tire service bemechanics and maincan be deadly cause tenance personnel working for transportation companies appear to have a higher risk of being injured. I have participated in several investigations over the past few years and in almost every instance, the victims were unaware of the risks because they were not properly trained. While every inflated truck tire and wheel has enough explosive force to cause a serious or fatal injury, the multipiece assemblies are clearly the most dangerous. To begin with, the rim components will typically be at least 20 years old, so finding the identification stamps to determine if they match is often next to impossible. It’s also important to note that decades of service will result in some degree of corrosion and pitting. The end result is a heightened level of unpredictability, particularly when removing the inflated assembly from the vehicle. OSHA published a demount/mount chart to provide employees with additional information outside of Regulation 29 CFR 1910.177. The chart outlines the steps that must be taken to reduce the chances of an accident. Based on my conversation with the reporter, Mr. Fosdick would probably be alive if OSHA guidelines had been followed.
14 American Trucker/February 2012
Before loosening the lug nuts on any multi-piece demountable (or Dayton) rim assembly, both tires in a dual position must always be deflated. This procedure has been the subject of great debate over the years as it significantly increases the amount of time that it takes to remove the tires. Productivity experts will point to the fact that it doesn’t make sense to deflate a tire that isn’t flat, but they aren’t the ones standing in front of a potential bomb. If the tires are not pressurized, then the “bombs” are essentially defused. To the average mechanic, truck-tire service appears to be so simple a caveman could do it. After all, it’s just “nuts and bolts,” so rather than watch the work go to an outside vendor, employees decide to protect their jobs and save the company some money. When dealing with tubeless tires on single-piece rims, the risks related to that practice are notably minimal. However, the hazards associated with multi-piece service are more severe, which means the untrained employee may be completely unaware of the consequences when safety procedures are not followed. OSHA provides weekly summaries of fatalities and catastrophes that occur in the workplace. The majority of the accidents related to tire and wheel service over the past 12 months did not take place in a traditional tire dealership, which doesn’t make sense from a statistical perspective. One would think that the employees of tire dealers would have the most risk simply because they service a greater number of assemblies on a daily basis. Maybe it’s just luck, but I believe that professional tire service technicians are trained to recognize the hazards so they see a lot more than just a few nuts and bolts. AT
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LEASING
Attention to detail Keeping specs driver-friendly keeps rental fleet booked
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If you ask David Bylenga, executive vice president of Star Truck Rentals, what keeps him up at night, his answer is both swift and to the point. “Have we made the right decisions going forward?” he asks. “Are we specifying the equipment that meets our customer’s needs today and on a long-term basis?” Even more to the point, Bylenga says that his concerns recently are most often focused on engines, especially as the fleet fields what he sees are yet to be proven 2010 emissions-compliant designs. “For Class 6, 7 and 8 tractors and trucks, we’ve been primarily buying Cummins ISX, B and C models,” he relates, “although we’ve been sticking our toe in the water with other engine makes. The SCR engines in our operation have not had any issues so far and DEF availability hasn’t been a problem; however, we do have some long-term maintenance concerns.” Economic issues also impact Star’s equipment decisions. “While we’d prefer growth to come from our longterm full-service business,” Bylenga says, “our daily rental operation is a beneficiary of the slow recovery we’re seeing, and that’s where we’ve been in-
vesting in new equipment more heavily for the past two years. “At the same time,” Bylenga continues, “in daily rental we will often be dealing with someone who is not an experienced driver, and that significantly increases the potential for a costly breakdown due to driver error. If a vehicle is in the shop for unnecessary repairs, it’s not on the road where we and the customer are both making money.”
GOING AUTOMATED
To address this particular challenge, Star has been a longtime proponent of automated transmissions. The company recently ordered 15 Freightliner 26-ft. trucks specified with Eaton UltraShift HV mediumduty transmissions for its daily rental fleet. The UltraShift HV is a fully automated gearbox for Class 6 and 7 vehicles powered by diesel engines in the 195 to 260 hp. range. “The UltraShift HV transmission is perfect for our rental fleet because it makes shifting decisions for less experienced drivers,” Bylenga says. “There are also inherent safety benefits because having two pedals
16 American Trucker/February 2012
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instead of three means operators have one less thing to worry about when driving and can keep both hands on the wheel at all times.” Lonnie Vis, maintenance director at Star Truck Rentals, says a big reason why the fleet is spec’ing Eaton’s automated transmissions is the customer support it has been getting from the manufacturer. Headquartered in Grand Rapids, Star fields about 1,500 power units at 17 facilities in Michigan and Indiana, and is a NationaLease affiliate. Believed to have been founded as Star Baggage Co. in the 1860s, the company has been owned and operated by the Bylenga family since 1916. Almost 100 years later, Bylenga notes, Star is still addressing the same types of challenges. “Trucking equipment is getting better all the time in some respects, but it’s increasingly complex and expensive to maintain, in part because of ongoing regulatory activity,” he explains. “When it comes to regulations, we always wonder what’s next. Sometimes we worry more about how the government will impact our business than about our competition.”
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shop talk MANAGER: Peter Kane and Greg Graves TITLE: Vice president-operations and sales manager, respectively FLEET: Kane Transport, Sauk Centra, MN OPERATION: Fuel hauler with 180 tractors and 250 tanker trailers
Cold-weather solution Cold weather is always unpredictable, punishing man and machine alike; but for trucking, it’s even more so. Just turning over diesel engines in freezing temperatures can be a challenge, and that’s before the use of fuels such as biodiesel get thrown into the mix. Biodiesel blends of B20 or below, a mixture of 20% biodiesel with 80% “regular” diesel, are considered by many to be ideal green fuels as they can be readily used in current diesel-powered equipment with few if any component changes. However, one big difference between biodiesel and regular diesel is its cold flow properties. For example, B20’s cloud point, the temperature at which it begins to
gel or become waxy, is three or four degrees higher than straight diesel. And truckers using biodiesel in their engines aren’t the only ones who have to worry about its cold flow properties either, notes Peter Kane, vice president-operations, for fuel hauler Kane Transport Inc. “When your territory includes Minnesota, Iowa, Illinois, Indiana, Missouri, Nebraska, North Dakota, South Dakota, and Wisconsin, as well as Manitoba and Saskatchewan, you have to be ready for cold weather if you want to haul biodiesel year round, as biodiesel tends to gel or ‘freeze’ at higher temperatures than conventional diesel,” he says.
When customers approached Kane Transport to haul biodiesel, the carrier decided it needed to work on a way to make it happen. While such “freezing” wouldn’t affect the fuel inside the insulated tankers Kane uses, it would be an issue for the exterior pipes that run the bellies of its tankers. The comSOLUTION along pany tapped Greg Graves, sales manager responsible for transportation of renewable fuels, gas, diesel, and compressed gases, to work with trailer maker Polar Tank Trailer to figure out a way to solve this cold flow problem. In extreme cold weather, biodiesel would gel in the exposed piping on the belly of the trailers, hardening like a “stick of butter,” in Peter Kane’s words, and creating a maintenance nightmare for the fleet. “There’s no easy way to deal with frozen fuel in the pipes, except to wait for it to thaw,” he says. “Whatever we did had to be simple and effective. We’re sensitive about adding weight, cost, or complexity, and Polar understood that.” Together, Kane and Polar came up with a novel way to insulate and warm the bottom pipes on the fleet’s 8,500gal. 43-ft. aluminum tankers: wrapping the exposed belly
pipes with, for lack of a better term, “electric blankets.” Graves explains that the belly pipes are kept warm by a heated, insulated wrap to ensure an even temperature throughout. “It’s a low-maintenance solution that should last the life of the trailer, which for us is 30 years,” he says. Peter Weis, Polar’s chief engineer, says the electrical heating system is also redundantly sealed against moisture and vapors. “This is a low-temperature system that operates essentially at ambient temperatures,” he explains. “The heating element is protected by a double vapor barrier and incorporates an internal thermostat to maintain correct temperatures while preventing overheating.” All of the system’s switches and indicators are vaporproof and mounted away from the fuel discharge area to prevent any sort of electrical spark from potentially igniting the fuel. To date, Kane has bought 17 tanker trailers equipped with this custom-designed pipe-heating system, and five more are on order. “We’ve had no issues whatsoever with the product gelling or freezing, and we’ve now been hauling biodiesel in 30 or 40 below-zero temperatures,” Graves says. —SEAN KILCARR
PROBLEM
18 American Trucker/February 2012
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ThE lARgEsT wORk TRuCk EVENT IN NORTh AmERICA!
MARCH 6-8, 2012
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INDIANA CONVENTION CENTER
INdIaNapOlIs, IN Educational programming begins March 5 • Newest products and technical engineering support from more than 550 exhibiting companies • More than 60 intensive programs on industry topics from upfitting and regulatory compliance to OEM updates and fleet management
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Fifth wheels
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As additional emissions equipment to help meet EPA 2010 emissions regulations was added to Class 8 tractors in 2010, more fleets began looking at other areas to offset that weight increase. Fifth wheels remain a primary target of such fleet weight-reduction efforts going forward on both factory-delivered tractors and in the aftermarket. Fifth wheel manufacturers are equally as focused on eliminating as much weight as they can in new products while increasing safety at the same time. “To offset the increased weight of tractors, the Fontaine Ultra LT was launched in 2010 as the lightest fifth wheel slider system in the industry,” says Terry Mennen, vice president of sales & marketing, Fontaine International. “Steel construction makes it costeffective when evaluating cost per pound for lightweight options. We added the Fontaine Ultra NT recently due to customer requests for a fifth wheel that incorporates the Fontaine No-Slack lock on a lightweight slider.” Fontaine is continually looking at new products that can help customers meet their needs. “The new Fontaine Ultra NT and Fontaine Ultra iT (which weighs 165 lbs.) are the latest fifth wheel top plates to continue the theme of weight reduction,” says Toby Harris, vice president of sales & marketing, Fontaine Fifth Wheel.
Weight remains the focus
OTHER CONCERNS
At Jost International, everyone is also concerned about product weight. “Fleets and OEM partners alike are interested in reducing weight,” says Rich Carroll, vice president-sales & marketing. “Our JSK36NSL line of top plates offers a 35-lb. reduction from our JSK37USL line. Our ProTech inboard mount is a true integral angle design. By eliminating a set of mounting angles, we offer weight savings approaching 100 lbs., depending on length of travel and mounting height.” But Carroll offered a cautionary note as well. “Any time you’re considering weight reduction, [be aware] of the balance between weight reduction, durability and lifetime cost of ownership, not simply acquisition costs. With regard to weight reduction/durability, this becomes critical when it involves such a vital safety-related component as fifth wheels.” To meet demands for ways to easily identify when a
20 American Trucker/February 2012
Fontaine Ultra NT
fifth wheel is locked properly, Jost created the Locktronic. “Our Locktronic is a self-contained, battery-operated sensor positioned at the release point of the fifth wheel that senses and reports a safely locked condition through a flashing light,” Carroll says. Jost also offers the JSK37YSA top plate with a simplified air release system for yard mules and port tractors.
WHAT THE CUSTOMER WANTS
“Generally, fleets are looking for reliability; reduced maintenance, including lubrication; and weight reduction,” relates Mike Ginocchio, vice president-product planning & development for SAF-Holland’s Power Vehicle business unit. “With respect to reliability, SAFHolland constantly strives for and achieves the highest standards in quality and reliability.” According to Ginocchio, SAF-Holland is the only fifth wheel company to offer a “completely lube-free fifth wheel.” The company also offers low-lube and NoLube options on its most popular fifth wheels. “We offer the lightest assembly in the industry with our forged aluminum FWAL fifth wheel, and our FW17 is one of the lightest cast steel fifth wheels in the world,” Ginocchio says. He adds that offering time-saving and maintenance-reducing options on fifth wheels can improve driver retention and attraction. “Features that increase driver comfort and reduce the risk of injury include the Holland fifth wheel kingpin air release option and lock sensor systems that provide a remote in-cab display of the fifth wheel’s coupling status,” he FOR MORE INFORMATION, says. “Fleets are facing VISIT THESE WEB SITES: FONTAINE FIFTH WHEEL increasing competition www.fifthwheel.com and with the recent enactment of CSA reguJOST INTERNATIONAL lations, safety-sensor www.jostinternational.com technologies, such as our patented elecSAF-HOLLAND tronic lock indicator, www.safholland.com help fleets increase efficiency and safety.”
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business of trucking
Fueling your Profits B Y T I M B R A D Y, BUSINESS EDITOR
A
re you still dealing with fuel surcharges? If so, you need to bring how you cover your fuel costs into this century. With diesel fuel continuing to hover around $4/gal. and no relief in sight, fuel remains the primary expense, and an unpredictable one at that, for any trucker.
Created in the late 1970s, the fuel charge was established by the Interstate Commerce Commission (ICC) as a way to help then-regulated trucking companies recoup sudden increases in fuel costs. The same basic formula is still used today. The first surcharge was 18%
22 American Trucker/February 2012
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of the line haul and was assessed across all segments of the industry. The idea was to reimburse the purchaser of fuel for the increased cost of fuel, which wasn’t addressed in the tari rates as set by the ICC. The fuel surcharge percentage was reevaluated at the end of each month and, based on the price of fuel on that
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date, was adjusted up or down on the 15th of the following month. Te general formula and method has been used ever since. Te theory was that by using this method, truckers would recoup all their fuel costs over time.
PRICE HISTORY Now let’s take a quick, painful look at the history of diesel costs. In the ’50s and early ’60s, a gallon of diesel was somewhere between a nickel and a dime per gallon. By 1994 it increased to around $1.10/ gal., an increase in 40 years of a little over a dollar a gallon, or about $500 for 500 gals. of diesel. From April 1994 to April 2007, the cost of diesel increased from $1.10 to $2.85/gal., so a 500 gal. purchase increased from $550 to $1,425, or up $875 in 13 years. From April 2007 to April 2008, the cost per gallon of diesel increased from $2.85 to $4.14, so a 500 gal. purchase increased from $1,425 to $2,070—or up $645 in just a single year. As of this writing, diesel averaged $3.38/gal. nationally, with a high of $3.62 on the West Coast. Just within a year’s time, diesel has gone up almost 80¢/gal. Here’s the problem: If you adjust your fuel surcharge, even weekly, based on last week’s fuel price, that fuel surcharge won’t reflect the actual cost of fuel. It’ll be a week or more behind the current fuel cost and many dollars short. Small motor carriers can adjust more quickly to these soaring fuel costs than larger trucking companies. But there is an even easier way to account for the changes in diesel fuel prices. I came up with a simple system several years ago and have had a number of small carriers use it with great success. Shippers love the easy-to-understand formula; it’s
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simple to calculate; and you’re not playing catch-up on your costs. Te current fuel surcharge method always looks at what fuel cost in the past, and then adjusts it so it equals some lower amount per gallon, i.e., $1.10/gal. or $1.50/gal. Tese are very unrealistic numbers in today’s trucking operations. Using this method in today’s volatile fuel price environment will always leave your carrier behind the fuel cost eight-ball. Instead of using a fuel surcharge, establish a fuel cost adjustment policy (FuelCAP). Tis creates a much more equitable system for both you and your shipper
Learning how to charge for fuel can take price volatility out of the equation so your rates include the real fuel cost for the load. To do this, you separate your fuel cost from the rest of your hauling rate by calculating a FuelCAP. To ensure your fuel costs are fully covered within the rate you provide a shipper, take the total miles of the load from destination to destination and divide by the truck’s actual miles per gallon. Multiply the number of gallons by the current price of fuel to arrive at your total fuel cost for the load. Divide your total fuel cost by the total miles to reach a fuel cost per mile figure. Here’s how your hauling rate works: Determine all your fixed costs and add in your capitalization point (profit) to calculate your base hauling rate (BHR) per day. Next, add your operational cost per mile
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(maintenance, repairs and tires) to your fuel cost per mile. To determine a hauling rate per mile figure for your shipper, take the total days involved in the load multiplied by your base hauling rate plus your operational and fuel costs per mile (OFC) figure multiplied by the actual total miles (not the paid miles). Divide this total by the paid miles as provided by the shipper. For example, if you have a fourday load going 1,500 mi. that has paid miles of 1,200 mi., your BHR is $400 per day. Your operational cost is 15¢ per mile, and fuel cost is 65¢ per mile for a total OFC of 80¢ per mile. q BHR of $400 x 4 days = $1,600 q OFC of 80¢ x 1,500 mi. = $1,200 q $1,600 + $1,200 = $2,800 (your hauling rate) q $2,800 ÷ 1,200 mi. = $2.33/mi. (your required rate per “paid” mile on this load) Does this mean you’ll always get the rate you need to meet all of your needs? No, but it does help to establish the target amount required to meet all of your costs plus a profit that can sustain and grow your company. Trucking operates on an extremely thin profit margin, so controlling costs is important—but equally important is making sure those costs are covered. And because fuel is the one cost that can bury a carrier very quickly, making sure you are compensated in your hauling rates is imperative for your survival. Follow this formula, and you’ll be operating in the 21st century instead of running a fleet of Brockways. AT Contact Tim Brady at tbrady@writeuptheroad.com or call 731-749-8567. Join Brady in the Trucking Business Community at www.truckersu.com.
American Trucker/February 2012 23
cover story
Retrofit or replace? New state rules are bringing emissions standards to older trucks BY LARRY KAHANER, CONTRIBUTING EDITOR
24 American Trucker/February 2012 24 American Trucker/February 2012
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F
or owner-operator Christian Vega, retrofitting his truck to comply with air pollution regulations at the Port of Oakland was the only way he could stay in business. “There were a lot of drivers who didn’t think [tougher air pollution standards] were really going through. I didn’t really think it was going to go through, but they did pass the new regulations and the money for a retrofit came out of my own pocket.”
Vega uses his 1999 Kenworth for drayage at the port, and admits that the port’s air pollution requirements were difficult for him to understand. At first, he thought he would be able to put $10,000 into his truck and use it for another five or six years, but that turned out not to be the case. He finally got his engine to comply with 2014 requirements. “I’ve had the truck for two years so I bought about four years of extra operating time for $15,000, and I think that’s a good deal.”
HELP AVAILABLE
He didn’t have to put all the money down at once but instead pays a monthly note because he was able to get a loan from Cascade Sierra Solutions (http://cascadesierrasolutions. org), an Oregon based nonprofit organization dedicated to saving fuel and reducing emissions from heavyduty diesel engines. The group has been operating for about five years and has helped with about 100 retrofits in the Seattle area and additional trucks in the San Francisco Bay area for people like Vega. “We specialize in finding win-win solutions for public agencies, for the breathing public, and for trucking companies,” says development director Sandor Lau. “People getting retrofits by and large are doing it because they’re mandated to do so. There’s no business case for putting
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on retrofits except that in regulated areas you get to stay in business rather than not staying in business.” The organization not only helps with securing loans, but helps truckers understand compliance regulations and schedules, which can be confusing because they can be different depending upon the state. However, the standards set by the California Air Resources Board (CARB) are usually the de facto standard among states with diesel regulations. “The first question we usually get is, ‘do we have to do this?’” says Lau. “The second is, ‘I don’t understand what we have to do.’” Although groups like Cascade Sierra Solutions can be helpful in parsing out what you need to do to stay in compliance, CARB itself offers help and guidance. A guide is published at http://www.arb.ca.gov/ html/fact_sheets/smallfleet_comp.pdf to help understand the regulations. Other sources include state trucking associations and groups like OOIDA (http://www.ooida.com/). The ball got rolling in December 2008 when CARB approved regulations to reduce particulate matter and oxides of nitrogen from diesel vehicles operating within the state. For small fleets, those with one to three diesel trucks with gross vehicle weight ratings over 14,000 lbs. that are privately or federally owned (there are exceptions like transit
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buses, port drayage, waste collection trucks and others—they are subject to other regulations), they can comply with the same modelyear schedules as larger fleets. Or, if they choose, they can take advantage of optional small fleet provisions that delay the initial particulate matter (PM) filter requirements until 2014 and delay engine replacements until Jan. 1, 2020, or later. (See Tables 1 and 2 for larger fleets.) Single-truck owners can delay the PM filter requirement for heavier trucks until Jan. 1, 2014, and truck replacement until 2023. If your truck engine is 1995 or older, you can comply with the schedule by replacing the vehicle by Jan. 1, 2015, or Jan. 1, 2016. (See Tables 3 and 4 for small fleets.) One of the most important items for truckers to know is that they must report their engines to CARB by the new deadline of March 31. (It was originally Jan. 31.) This reporting allows fleets to take advantage of credits. For example, any vehicle that is retrofitted with a PM filter before Jan. 1, 2014, will not need to be replaced until Jan. 1, 2020, regardless of engine model year. According to CARB: “Replacements can also be deferred until Jan. 1, 2023, for all heavier vehicles in the fleet if all heavier vehicles are equipped with PM filters by Jan. 1, 2014, or for all lighter vehicles in the fleet if all lighter trucks are equipped with PM filters by Jan. 1, 2014. Fleets must report information about each vehicle and the PM filter installed by Jan. 31, 2014, to claim the credits.”
THE EQUIPMENT
The purpose of retrofitting is to reduce particulate matter, which is the main focus of pollution mitigation, but also to reduce gases such as nitrogen oxide (NOx), hydrocarbons
American Trucker/February 2012 25
cover story (HC) and carbon monoxide (CO). Sometimes, these are classified by levels. Level 1 means a reduction of 25%; Level 2 means a reduction of 50%; and Level 3 is a reduction of 85% or more. There are many options depending upon the engine age and year, configuration, operating conditions such as temperature and altitude, and how the truck is run (i.e., short runs, drayage or long haul). “It’s different putting a retrofit on a long-haul truck that’s going over the Cascades or Sierras. It’s going to be reaching very high exhaust temperatures where you can put on a passive filter that will burn off the residue,” says Lau. “If you’re a local driver, and not necessarily going over big hills or pushing the engine to the limit, you may need an active filter which will burn off residue.”
THE DPF
By far the most popular pollution mitigation equipment is the diesel particulate filter. DPFs are exhaust aftertreatment devices that physically trap particulate matter and can drop its levels by 85 to 95% with accompanying reductions of HC (85-95%) and CO (50-90%). The equipment costs between $8,000 and $50,000 with an installation time of six to eight hours. The reason for the disparity in price is because of different engine types and age. In general, the older an engine, the more costly it is to retrofit both in equipment and labor. In fact, some vehicles like Class 6 and 7 utility trucks can be extremely difficult to retrofit because of ancillary equipment. DPFs work best on engines built after 1995 and usually offer the most efficient choice. Other choices are available and may be more cost-efficient based on state regulations and the truck’s condition and age. Diesel oxidation catalysts (DOCs) are exhaust aftertreatment devices and typically
Table 1: Schedule for Heavier Trucks and Buses Engine Year
PM Filter
2010 MY Engine
Pre-1994
Not required
January 1, 2015
1994-1995
Not required
January 1, 2016
1996-1999
January 1, 2012
January 1, 2020
2000-2004
January 1, 2013
January 1, 2021
2005 or newer
January 1, 2014
January 1, 2022
2007-2009
Already equipped
January 1, 2023
Source: California Air Resources Board
packaged with engine mufflers. They require little or no maintenance and have been well tested for years on many different engines. They can reduce PM between 20 and 40%. DOCs can reduce HC by 40 to 70% and CO by 40 to 60%. According to the U.S. Environmental Protection Agency, DOCs cost between $600 and $4,000 with installation taking one to three hours. Partial diesel particulate filters, or pDPF, can reduce PM up to 60% and also reduce HC by 40 to 70% and CO by 10 to 60%. These filters cost between $4,000 and $6,000 to buy and take six to eight hours to install. Also known as flow-through filters, pDPFs are much less efficient than DPFs and require minimum temperatures to work properly. In
other words, they are less efficient when engines are cold. Selective catalytic reduction (SCR) is used to reduce NOx fumes by up to 75%. It works by injecting diesel exhaust fluid (DEF) into the exhaust stream where it reacts with a catalyst to convert NOx into nitrogen gas and oxygen. SCR systems require periodic refilling of urea. Because of new NOx standards, most 2010 and newer engines come equipped with an SCR system. The cost to retrofit equipment with an SCR system ranges from $10,000 to $20,000, and installation costs can vary greatly.
OTHER OPTIONS
Close crankcase ventilation (CCV), also known as ‘blow by,’ is
Table 2: Schedule for Lighter Trucks and Buses Engine Year
2010 MY Engine
1995 and older
January 1, 2015
1996
January 1, 2016
1997
January 1, 2017
1998
January 1, 2018
1999
January 1, 2019
2003 and older
January 1, 2020
2004-2006
January 1, 2021
2007-2009
January 1, 2023
Source: California Air Resources Board
26 American Trucker/February 2012
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THE ENTIRE TRUCKING INDUSTRY
UNDER ONE ROOF For more than 40 years the Mid-America Trucking Show has been the must see annual event for the heavy-duty trucking industry. MATS provides a face-to-face environment for industry leading professionals to network, efďŹ ciently research the latest products & services, and stay up-to-date with the latest industry changes to ensure success in the business of trucking. Each year, MATS attracts over 75,000 attendees with a showcase of more than 1,000 exhibiting companies, countless educational seminars and special events spanning over 1,000,000 sq. ft. for three days of the largest heavy-duty trucking event in the world.
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cover story a system in which gases containing oil are captured and returned to the crankcase. These gases are ignited again and used for combustion. The amount of PM reduction varies greatly as does cost of equipment and installation. Most engines manufactured since 2007 have CCV systems, which are usually paired with DOC or PDF equipment. This is usually not retrofitted. Exhaust gas recirculation (EGR) can reduce NOx by 25 to 40% and is also used in combination with DOC or DPF systems. EGR systems redirect a portion of exhaust back into the engine, which reduces peak combustion temperatures and pressures. This, in turn, reduces the production of NOx. EGR is seen in newer engines to comply with emissions regulations. Retrofitting can be difficult, and you don’t see it very much. The last retrofit system is called Lean NOx catalyst (LNC), which injects diesel into the exhaust stream and creates a catalytic reaction that reduces NOx pollution by 5 to 40%. LNCs are usually paired with DPFs but are rarely used because they can decrease fuel consumption by 5 to 7%. They can cost
Diesel particulate filters can cut up to 95% of particulate matter from exhaust.
$6,500 to $10,000. Whichever filtering system you choose, you cannot install it yourself, however. “The filter manufacturer is the one who certifies the installer. CARB verifies the filter for use,” says Karen Caesar, CARB information officer. “One of the main reasons for this is that even if a filter is verified for use on an engine, and for the given duty cycle, the engine may not have had proper maintenance, or may have other issues that keep the filter from working properly. The certified installer will ensure that the engine is in good
While DPFs are the most popular choice when retrofitting, they can be pricey, ranging from $8,000 to $50,000.
28 American Trucker/February 2012
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working order and that the filter will work properly. If that isn’t the case, someone who purchased a filter and installed it himself may have wasted a significant amount of money.”
RETROFIT OR NOT?
The choice to retrofit or buy a newer truck that meets pollution requirements comes down to dollars and cents. You have to ask yourself how long you want to keep the truck and is it worth the extra investment? The first step in figuring this out is to find an expert like those at Cascade Sierra Solutions, a dealer or mechanic. Look at current and resale value. A starting point for discussion is that a typical Level 3 retrofit costs $12,000 to $15,000. Is it worth the cost if spread out over the expected additional operating life of the truck? Do you want to meet requirements for many years out or just the minimum? Second, where will the money come from for the retrofit? Fortunately, grants exist from state agencies. For example, California’s Carl Moyer Memorial Air Quality Standards Attainment Program (Carl Moyer Program, http://www.arb. ca.gov/msprog/moyer/guidelines/ current.htm) offers grants to reduce
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Up-to-the-minute election coverage
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cover story Table 3: PM Filter Schedule Engine Year
Optional Requirements by Jan. 1 of the Compliance Year for a Single Truck Owner* 2012
2014 through 2022
2023
Pre-1994
PM filter & report
1994-1995
PM filter & report
All must have 2010 model year engines
1996-1999
Report
2000-2004
2013
Report
PM filter & report
Report
PM filter & report
2005-2006 2007-2009
PM filter & report No requirements
* If you are required to report, you must do so by January 31 of the applicable year. The January 31, 2012, reporting deadline has been extended to March 31, 2012. Source: California Air Resources Board
diesel emissions exceeding those required by regulations. It offers grants to retrofit engines or buy a newer engine, whichever gives an even better return on investment. Again, groups like Cascade Sierra Solutions can help with private loans.
NOT FOR EVERYONE
fleet does. Sometimes they have to make decisions because it’s cheaper to find a quick fix today and they really can’t look over a five- or 10year window. We are fortunate in that we are a large company; we do have the ability to look longer term and are not forced into making near-term decisions. When we looked at it in a bigger picture, ret-
Dave Meisel, director of transportation at Pacific Gas & Electric in San Francisco, says that the decision to retrofit or buy newer vehicles is unique to every fleet. “Instead of trying to retrofit and get maybe a couple more years out of our fleet, it was more cost-effective for us to buy new vehicles on a staggered schedule and skip that middle step. Another factor in our decision was that we had a hard time making the filters fit in our vehicles from a configuration perspective.” He says that the fleet’s 14,000 Class 6 and 7 utility trucks are about 10 to 12 years old and that compliance would only get them to 2007 compliance levels. He worked with CARB to devise a plan to get the entire fleet into compliance by 2017, five years ahead of schedule. “We tend to look at the total cost, and I know sometimes small fleets don’t have the cash flow that a big
30 American Trucker/February 2012
rofitting didn’t make sense.” His advice for any size fleet? “If you have the ability to look longer term, make sure that your investment in a retrofit gives you a return on your investment over [the timeframe in which] you are going to use the vehicle, and see if [it is] more cost-effective by looking longer term.” AT
Table 4: Engine Replacement Schedule Compliance Date
Optional Small Fleet Requirements for Heavier Vehicles*
January 1, 2012
If any 1996 to 1999 model year engines in the fleet you must report
January 1, 2013
If any 1996 to 2004 model year engines in the fleet you must report
January 1, 2014
One truck must have a PM filter installed & report
January 1, 2015
Two trucks must have a PM filter installed & report
January 1, 2016
All three trucks must have a PM filter installed & report
January 1, 2020
Replace all 1999 or older model year engines
January 1, 2021
Replace all 2000-2004 or older model year engines
January 1, 2022
Replace all 2005-2006 or older model year engines
January 1, 2023
All must have 2010 model year engines
* If you are required to report, you must do so by January 31 of the applicable year. The January 31, 2012, reporting deadline has been extended to March 31, 2012. Source: California Air Resources Board
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readers’ r igs Think your custom truck measures up to— or maybe even beats — the ones owned and operated by your fellow American Trucker readers?
Rob Hale Trucking Wynne, AR
“International Yellow Eagle,” Howard Henley
Mark Baumann
Ft. Worth, TX
Plymouth, WI
Send us a photo for judging in our monthly Readers’ Rigs showcase. Each month’s winner gets entered into the championship round, with the Grand Champion Reader Rig selected and profiled in American TruckerÕs December issue.
Email your truck pictures to: SEAN KILCARR EMAIL: sean.kilcarr@penton.com TELEPHONE: 7035691829
Readers’ Rigs and the Grand Champion Award are sponsored by PPG Commercial Coatings www.ppgcommercialcoatings.com
32 American Trucker/February 2012
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marketplace
for used trucks, trailers, parts and services from dealerships across the US and Canada FEBRUARY 2012 WEST
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American Trucker/February 2012- West 33
Don Dens Sales, Inc. I-35 & Hwy 210 - Carlton, MN
Complete Wet Kits Available!!! WE SHIP ANYWHERE!
Aluminum Wheels 22.5...$240.00 ea. / 24.5...$260.00 ea. Wide Base Alum. 22.5...$280.00 ea.
Air Shift PTO...................................................................$397.50 Direct Mount Air Shift C-102 Dump Pump ....................$375.00 50 Gallon Alum. Side Mount or Upright Tank ................$450.00
Wholesale Pricing, Replacement Hyd. Pumps & Cylinders Available!
1996 Ford F800 w/2,000 Gal. Water Tank, Diesel, 6-spd., 30,000# GVWR, 1,641 Hours ............................ $7,000
Military M-920 Tri-Axle Tractor, All Wheel Drive, Cummins 400 hp, Auto. Trans., Hendrickson Susp., 45K Rear Mounted Drag Winch, 22 GPM Wet Kit ..............................................$20,500
2006 Ranco 32’ Anvil End Dump, Frameless, Double Acting Dump Gate, 11R24.5 Rubber, Front & Rear Fenders.................................$30,000
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40’ 3 Axle Military Surplus Trailer, 34 Ton, Container Locks, Large Storage Boxes ................................$7,500 ea.
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1999 Teledyne Piggy Back Fork Truck, Model E2-3TRX w/SR2-25-9 Fork Attachement, Side Shift, 5,500# Cap., Hyd. Drive Wheels................... $8,000
2001 GMC 3500 Bucket Truck, 5.7 Liter Gas, Auto. Trans., 14’ Van Body, 35’ Bucket Reach.......................... $9,500
New 2012 LBC Tri-Axle Rail Trailer, 47’, All Alum. Wheels, Front And Rear Lift Axles, 30K Axles, L.E.D. Lights, Empty Weight 11,440#.. ...................$43,000
Cat R-80 Rough Terrain Fork Truck, 8,000 Lb. Cap., 192� Fork Ht., Side Shift ....... .................$8,500
1994 Ford L9000 w/Texoma TX245 Crane, 45’ Boom, Daul Controls, Outriggers, Diff Lock, Air Ride Driver and Pass Seat, Auto. Trans., CAT 3176, 175,000 Miles .......................$17,500
2004 Ranco 34’ End Dump, Model ED26-34, High Lift Gate, Roll Back Tarp, Front & Rear Fenders, Front Ladder, Center Point Susp. ................$25,500
HD Dual Steer Dolly, (2) Available, Self Contained Honda Power Unit, Dual Steering, Power Tower, Wireless Remote Control, 17.5 Alum. Wheels ... ........................................$65,000 ea.
1994 Monon Car Or Trailer Hauler, Set Up To Haul Campers, Trailers, Cars, Winch For Pulling Campers On With Ball Coupler ............................ $6,500
2001 Utility 53’ Step Deck, 11’ Top Deck, 8 Winches Per Side, Steel Wheels ..................................$12,500
2000 Komatsu Forklift, Model RR275X12CAR/PO, Max Lift 82� .......... $4,500
1996 Doonan Step Deck w/Loader & Scrap Bins, 49’x102�, Air Ride, Serco 7000 Loader w/Outriggers ....$17,000
2005 Lufkin 40’ Flatbed With PalďŹ nger Piggy Back Fork Lift, 5,000# Cap., 474 Hours, 8 Sliding Winches ...... $18,500
1992 International 4900 Crew Cab, DT466 215 hp, Allison Auto., 31,000 GVWR, Altec D842A w/42’ Bucket Reach...................................... $9,000
New 2012 LBC 3-Axle Bunk Trailer, 47’, All Alum. Wheels, Front And Rear Lift Axles, 30K Axles, L.E.D. Lights ..... ..............................................$48,000
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Used & Rebuilt Drivetrain Parts ! New, Used & Take Off Body Parts !
Stainless or Polymer Sanders & Spreaders
2002 IHC 4900 Plow Truck DT466, AUTOMATIC! 12’ Tilting Flatbed 02IH062
1991 IHC 4900 Plow Truck DT466, 8 Spd LL, 11’ 2-Way Front Plow, Belly Plow & Wing Plow, 13’ Dump Body 91IH130
2002 IHC 4900 Plow Truck DT466, AUTOMATIC! 11’ Snow Blade, 14’ Flatbed with Hoist 02IH061
100’s of Quality Used Trucks and New & Used Trailers IN STOCK!
Parts Lookup and “Buy It Now” Ordering Now Available Online !
Shipping Nationwide! Go to
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American Trucker/ r/February 2012 - West 35
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36 American Trucker/February 2012 - West
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American Trucker/ r/February 2012 - West 37
Many trucks and trailers and several pieces of equipment currently in inventory, also parts including engines, transmissions, and differentials
MOTORS In Stock good used late model and older Cummins, Cat, Det., & IH diesel engines
DETROIT 6-71 ........................................................... $2,500 8V, â&#x20AC;&#x2122;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
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............................................. $4,000 3406A, 350 HP ......................................... $2,500 3406B, 425 HP .......................................... $4,000 3406-E 455-550HP ..................................... CALL
FORD 7.8, FITS LN .............................................. $3,500 361 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 $1,000 RTLO20918B RS402 $800 DS404 RS404 Rockwell: RD20 145 RR20 145 Spicer: p N400F N400R
$1,250 $900
$1,750 $1,750 $3,000 $3,750 $4,000
Rebuilt Mack: T-2090 T-2070
$1,250 $900
$1,750 $1,750 Allison:
HT 750DRD 4060P
$1,150 $850
$1,500 $3,500
Recond Available
Prices are takeout with exchange.
IHC V345 ............................................................. $750 V392 ............................................................ $950 V549 .......................................................... $1,200 DT466, 210 HP ......................................... $2,500 DT466E..................................................... $3,750
Mack CRD92 Recond $1,800 CRD93 Recond $1,100 All parts sold with warranty Good selection of rear cuts and tri-drive assemblies starting at $3,500
Transmission & Differential Service ANNOUNCING NEW REBUILD SHOP All Makes, Models, and Ratios Available Same Day Shipping On Request
Steerable & Non-Steerable Pusher Axles & Drag Tags Starting @ $1,500
FL112 Cab, CAT Wired $4,000 Numerous Hoods, Cabs and Body parts
Hoods, Doors, Body Parts and Much More.
$6. . )25 5 .(9,1 )25 $// <285 3$576 1(('6 ,) ,7 ,6 '5,9( 75$,1 352%/(06 $6. )25 '$9(
Tire Service with Hundreds of New, Used and Recap Tires
23125 - 430TH ST. SE Winger, Minnesota 56592 PO Box 69
(877) 277-4963 www.luckentrucks.com
Over 500 Trucks for Parts with Thousands of Parts Available. Many Late Model Units.
38 American Trucker/February 2012 - West
Go to
Trucker.com for used equipment listings
Check the web site for full listings. Wet kits available, many more models to choose from, new stock weekly, call for equipment pricing
CUMMINS L-10 260HP & 240HP ............................... $2,500 NTC FORMULA 300, BCII ........................ $2,500 NTC 315, BC IV ........................................ $2,500 NTC 350, BC II&IV..................................... $3,000 NTC 350, BC IV w/jakes ........................... $3,500 NTC 400, NC IV ........................................ $3,500 NTC 350, BC III ......................................... $3,000 N-14 ESP..................................................... CALL 5.9 195 HP ............................................... $2,500 8.3 240 HP & 275HP ................................. $4,000 ISX ............................................................. $6,500
EXTEND THE LIFE OF YOUR USED EQUIPMENT. ALL MAKES USED ENGINES IN STOCK.
849 Barricks Rd. - Louisville, KY 40229 USA Cash, Certified Check, Money Order
Se Habla Español
Offering You “Parts Link” Parts Locating Services PRICES SUBJECT TO CHANGE WITHOUT NOTICE
ALL ENGINE OVERHAUL KITS
Detroit Call with ESN SER60 New Reduced Price $2,400 Incl. Head Bolts and Cam Bearings
MORE PARTS SPECIALS
Used Jake Brakes $750/Set & Up
USED CUMMINS
USED DETROIT
USED CAT
USED TRANSMISSIONS
ICE!
T PR
GREA
T/O REAR ENDS
FRO 16210C
LOW MILES, $1,500 Exch.
CORES WANTED $ $ $ $ $ TOP DOLLARS PAID ON CORES $ $ $ $ $ CORES SOLD Go to
Trucker.com for used equipment listings
American Trucker/February 2012 - West 39
EXTEND THE LIFE OF YOUR USED EQUIPMENT. ALL MAKES USED ENGINES IN STOCK.
800.552.5111
Spalding Inc. Truck Division
ALL PARTS CARRY 180 DAY WARRANTY!!
N. 2210 University E Spokane, WA 99206
(509) 924-3300
In-State & Out-Of-State (800) 366-2070 Ext. 4 FAX: (509) 444-1921 Brad Hohn, Craig Rush & * TRUCK PARTS * Duane Soderstrom LIGHT THRU HEAVY DUTY IN STOCK. – ENGINES – (Takeouts, Priced Outright) NTC400BC4 ...................... $3,500 5.9L-190 HP ...................... $2,500 C15-475 HP..................... $10,000 3126-210 HP ..................... $3,500 3406E-550 HP ................... $7,500 S60-470 HP ....................... $4,500 S60-430 HP ....................... $7,500 E7-460 HP ......................... $7,500 VED12-465 HP .................. $5,000
www.spaldings.com
– DROP INS – (Inspected Takeouts)
– SUSPENSIONS – (Less Drop-Ins)
– TRANSMISSIONS – (Inspected Takeouts)
RT40-145 Frt.................$1,000 Exch. RT40-145 Rear ................$500 Exch. SQ100/SQHP Frt. .........$1,150 Exch. SQ100/SQHP Rear..........$750 Exch. SQHD Frt. .....................$1,000 Exch. SQHD Rear ......................$550 Exch. DS404 ...........................$1,250 Exch. RS404 ..............................$650 Exch. DS400/402 ....................$1,150 Exch. RS400/402 .......................$650 Exch. Medium Duty 1 & 2-spd. Eaton, Rockwell, Spicer ............... P.O.R. R170 ............................$350 Outright
Kenworth Air Glide 200, On DS404 Housings ............................. $2,000 Kenworth 8-Bag, On DS402 Housings ............................. $1,500 Freightliner Air, On DS404 Housings ............................................. $1,500 Freightliner Air, On RT40-145 Housings ............................. $1,250 Peterbilt Air Leaf, On SQ100 Housings ............................. $1,500 International Air, On SQ100 Housings ............................. $1,000 4-Spring Suspensions ....................... .......................................$500-$750
RTLO18718B ............... $3,750 Exch. RTL016913A ................ $3,500 Exch. RTLO16713A ............... $3,000 Exch. RT/RTO14615 .............. $1,750 Exch. RTO14613 .................... $1,850 Exch. RTO12513 .................... $1,250 Exch. RTX14710 .................... $1,500 Exch. RTO14609 .................... $1,250 Exch. RT14609.......................... $850 Exch. RTX12609 .................... $1,000 Exch. Clark, Spicer, Muncie, New Process, Allison ..................... P.O.R.
Call For Others.
Call For Others.
Call For Others.
DT466E-245 HP ................ $5,500
PARTING OUT
2005 Peterbilt 387, C15- 435 hp, RTO16910B, DST41, Low Airleaf. #UC21.
1996 Kenworth T600, N14-525 hp, RTX16710B, DS402, AG100. #UC50.
2005 International 9400i, C15-475 hp, RTO16910C, DS404, Airide. #UC84.
2009 Freightliner CL120, S60-430 DDEC4, RTLO16913A, RT40-145, Air Ride, Granning Lift Axle. #UC86.
(8) 1999 International AmTran's, Auto., 66 and 72 Pass., Approx. 100-120K Miles, $4,800 Ea. #T444E.
2004 Freightliner CL120, MBE4000 450 hp, RTO16915, RT40-145 on Airide. #UC85.
1989 Gillig Marquis, 3208, Auto. Engine and Interior burn. #UC88.
1995 International 9300, 3406E-475 hp, RTOF14613, RDL46-160 on HN Hendrickson, 4th Axle.#UC95.
2001 Freightliner FLD120, S60-430 hp, RTLC16609E, DS405 on Airide, 4th Axle. #UD97.
Now Stocking New Hendrickson Lift Axle Kits
8
2012
1985 Chevrolet C70, 8.2L (Bad Engine), AT545, Driveline Driven Hale Liquid Pump.#UE24.
Go to
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American Trucker/ r/February 2012 - West 41
JIM HAWK TRUCK TRAILERS, INC. /& (BSEOFS "WF t ,BOTBT $JUZ .0
(816) 241-9200
(800) 224-5045
www.jhttkc.com
kcsales@jhtt.com
NEW 2011 42â&#x20AC;&#x2122; Stoughton Grain Hopper, 1,100 Bushel, 29â&#x20AC;?x32â&#x20AC;? Proprietary 2-Piece SS Gate, Alum. Sub-Frame, 18 oz. Shurco Shur-Lok Tarp and Aluminum Wheels.
2012 Great Dane P101, 53â&#x20AC;&#x2122;x102â&#x20AC;?x13â&#x20AC;&#x2122;6â&#x20AC;?, Air Ride, Swing Doors, Wood Floor, 22.5LP Tires.
&BTU (FOFTJT &OE %VNQ, 28â&#x20AC;&#x2122;x96â&#x20AC;?x60â&#x20AC;?, Alum. Frame, Front Axle Lift, 104â&#x20AC;? Spread Axle, 2-Speed Landing Gear, Air Fixed Susp., LED Lights, 24.5 Tires.
2009 Great Dane Super Seal, 53â&#x20AC;&#x2122;x102â&#x20AC;?x13â&#x20AC;&#x2122;6â&#x20AC;?, ThermoKing SB310 Whisper Reefer, 5,500 hrs., Air Slide Susp, 2-spd. Landing Gear, 22.5 LP Tires.
2012 Great Dane Super Seal Refrigerated Van, Airslide, Standard LED Lights, Stainless Quilted Doors, Stainless Front Radius Panels, Air Assist Pin Pull On Slider.
$54 &OE %VNQ 26â&#x20AC;&#x2122;x96â&#x20AC;?, Center Point Susp., Steel Wheels, 24.5 Tires, Elec. Roll Tarp, Steel Half Round Body.
t 4F )BCMB &TQBOPM -MBNF " +VBO $ %JB[ &NBJM KVBOE!KIUU DPN t $06/$*- #-6''4 t %"7&/1035 t %&4 .0*/&4 t 4*069 '"--4 t &"45 1&03*" t 4*069 $*5: t '"3(0
SKUBIC BROS. INTERNATIONAL
Don Dens Sales, Inc. I-35 & Hwy 210 - Carlton, MN
â&#x201E;˘
705 6th Ave. N. Virginia, MN 55792
(218) 741-9505
â&#x20AC;&#x153;International Truck Dealer For Over 70 Yearsâ&#x20AC;?
COMING IN
Aluminum Wheels
1992 Single Axle International Plow Truck, 1-Way Plow, Tailgate Sander.
22.5...$240.00 ea.
1997 Single Axle International Plow Truck, 1-Way Plow, V-Box Sander, Low Miles.
24.5...$260.00 ea.
USED
Wide Base Alum. 22.5...$280.00 ea.
1-877-366-1090 www.dondenssales.com 42 American Trucker/ r/February 2012 - West
2009 International 9900 â&#x20AC;&#x153;Eagleâ&#x20AC;? Daycab Tractor, 201â&#x20AC;? W.B., ISX-600, 13-spd., Air Ride, Quad Locks, 24.5 Alums., 560,000 Miles. 1986 LTL9000 Ford Tractor, 400 Cummins, 13-spd., Neway Air Ride, 16/38 Axles, 22.5 Rubber, Still a Nice Looking Truck! G to Go
T k .com for Trucker f used d equipment li listings i gs q ip
SAMâ&#x20AC;&#x2122;S RIVERSIDE TRUCK PARTS 3900 Vandalia Rd Des Moines IA 515-265-1656
NEW STAINLESS STEEL AIR CLEANERS
800-599-9551
$425ea.
samsriverside.com 6 7 %0%."()0 %+3,.0' 05)% 6 ,)($ 0!(+)%// 0%%) ,+/0.1#0(,+ 6 7 4 7 (! 3(0' 7 (. +)%0 6 *,,0' (..,. (+(/' 6 '(--(+& %(&'0 )"/
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American Trucker/ r/February 2012 - West 43
COLOR PHOTOS AVAILABLE VIA E-MAIL OR U.S. MAIL
CHAMBERS MOTOR CO. PDX Airport Pick-Up Gladly!
30357 SE HWY 212 Boring, OR 97009
503-663-7200 www.chambersmotorco.com
44 American Trucker/ r/February 2012 - West
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HOURS 8:00am - 7:00pm EST OVER
LOCATIONS
800-525-0011
.*$)*("/ t "-"#"." t $0-03"%0 t '-03*%" t *--*/0*4 t ."3:-"/% t 65")
OPEN SATURDAYS
LIKE US ON
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PETERBILT 387
COOLS UP TO
1000hp
PETERBILT 379
1300hp
5 ROW
6 ROW
5 YEAR WARRANTY
KENWORTH W900
FREIGHTLINER CLASSIC
$// 0(7$/ 5(3/$&(0(17 )25 3/$67,& 2(0 12 3/$67,& 7$1.6
STERLING A9513
VOLVO VN SERIES
FREIGHTLINER CASCADIA
$& &21'(16(56
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INTERNATIONAL 9400 SERIES
FREIGHTLINER COLUMBIA
&+$5*( $,5 &22/(56
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American Trucker/February 2012 - West 45
MEDFORD TRAILER COMPANY
New
NEW
&
NEW
NOW IN STOCK!
NEW
NEW
NEW
NEW
Ron Weathers Outside Sales 541-601-0635 John Haight Inside Sales 541-944-5908
5758 Crater Lake Ave Central Point, OR 97502
TRUST TRU UST IS BUILT LT T IN. N.
800-643-9549 www.ruan.com
(6) 1999 Fruehauf 53’ X102” van trailers, air ride Alum roof
(6) 2000 Wabash 53’ X 102” Van Trailers, air ride Alum roof, logistic posts, D-rings RUAN TRUCK AND TRAILER SALES 4205 NE 14TH STREET DES MOINES, IOWA 50313
WWW.RUAN.COM
46 American Trucker/ r/February 2012 - West
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800-643-9549
Trucker.com for used equipment listings
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American Trucker/ r/February 2012 - West 47
" ! $ ! $ " ! #
" " $
HEAVY DUTY PARTS & SALES AIR CLEANERS
AC CONDENSOR
$75-$500
$100-$150
BUMPERS
CRANKSHAFTS
TRANSMISSION
AXLE HOUSING
BELL HOUSING
$300-$800
$150-$350
CYLINDER HEAD
DOORS
ECM
$75-$350
$300-$1,200
$100-$500
$350-$1,500
$200-$1,000
FAN CLUTCHES
5TH WHEELS
FUEL TANKS
GRILLS
PTOâ&#x20AC;&#x2122;S
$30-$250
$100-$500
$75-$300
$250-$400
$100-$400
RADIATORS
REAR ENDS
TAG AXLES
$300-$800
$900-$2,200
$450-$1,500
WHEELS
LARGE INVENTORY OF AFTERMARKET HOOD SHELLS
$75-$150
1986 Ford F800, Sat 3208T 250 hp, 13-spd., 14â&#x20AC;&#x2122; Dump Box, Stk. #2572 ..........................$8,000
1996 Western Star 4964F, CAT 3046E 550 hp, 13-spd., Eaton 404 Rears 3.90 Ratio, Stk. #2669 ........ ..........................................$13,000
2007 IH 9400i ISX 435 HP CPL 8520, Fuller 10 Spd, 412,000 Miles, Stk# 2618 ........ Parting Out
1987 Mack DM686S, EM6-285, 12-spd. Mack, Mack Rears, Camel Back Susp., Stk. #2634 ....$10,000
1996 Rosa Pup Trailer, 8â&#x20AC;&#x2122; x 20â&#x20AC;&#x2122; Bed, Air Ride Susp., Stk. #2660 .... ............................................$6,000
1986 Mack R686ST, Mack E6 350 hp, Mack 9-spd., Camelback Susp., Stk. #2616 ................ $6,000
1993 Ford LTS 9000, 3046B 350 hp, Fuller 8LL Trans., 17â&#x20AC;&#x2122; Heated Box, Light Hit To Right Front, Rebuilder Stk. #2606 ........................$11,000
2005 International 9200i, CAT C13 430 hp, Fuller 10-spd., 209â&#x20AC;? W.B., Stk. #2577 ........................$19,750
1979 IH PayStar 5000, Cummins Big Cam, 13-spd. Fuller, RA472 Rears, 3,500 Gal. Steel Water Tank, Stk. #2633 ..............................$8,000
1995 BlueBird, CAT 3116, 185 hp, 4-spd. Auto., Hyd. Brakes, 65 Passenger, Stk. #2393........$4,500
1989 Timpte 48â&#x20AC;&#x2122; Reefer, Thermo King SBII-30M, Works Good, Stk. #2327 ..........................$4,500
2004 GMC C6500, CAT C7 190 hp, Allison Auto., 16â&#x20AC;&#x2122; Van, 196K Miles, Stk. #2546 ........................$10,500
1987 IH 2500 Plow Truck, DT466, Allison Auto., 11â&#x20AC;&#x2122; Hydra-Turn Plow, Stk. #2632 ................$7,000
1979 IH 1824 Grain Truck, 404 Gas Engine, 5-spd. Trans., 2-spd Rear, 16â&#x20AC;&#x2122; Grain Rack, Stk. #2631 .. $6,000
Several Mid-90â&#x20AC;&#x2122;s Pete 379â&#x20AC;&#x2122;s. ........ .................................... Parting Out
48 American Trucker/ r/February 2012 - West
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TRANSMISSIONS MODEL STK# PRICE ALLISON MT640 MT644 MT40 AT540 AT540 MT650 MT643 MT643 AT545 MT653 AT545 AT545 MT653 MD3060P MT653 AT545 AT545 AT545 AT542R AT545 AT540 MT40 MD3560P MT653 AT545 3000RDS MT653 AT545 AT545 AT545
1931 2740 2855 2861 3911 5532 6619 7390 8925 9125 9416 9576 10085 10250 10522 10870 11483 11703 11896 12045 12063 12459 12535 13343 13621 14008 14692 15047 15200 15780 15811 17021 19400 20829 21104 21748 23002 23961 25750 26261 26815 26936 27531 28680 28705 29140
MD3060P AT545 MT643 MD3060 HT741 MT653 MT643 MT643 AT545 MT653 MT643 AT545 MD3060 MT653 MT653
$750 $1,000 $500 $400 $400 $1,200 $1,000 $1,000 $0 $1,000 $900 $900 $1,000 $3,500 $1,000 $900 $800 $900 $850 $900 $400 $500 $3,000 $1,000 $900 $3,500 $1,000 $900 $900 $900 $900 $3,500 $900 $1,000 $3,500 $2,250 $1,000 $1,000 $1,000 $900 $1,000 $1,000 $900 $3,500 $1,000 $1,000
EATON
FS3005A FS3005B FS4205B FS4005B FS4005B FS6306A FS6406A
2373 2396 8370 8873 9018 10260 11563
$600 $750 $850 $850 $850 $1,200 $1,700
FS5306A FS5306A FS5205B FS6206A FS6306X FS8206A FS6406A FS5306A FS6406A FS4205B FS5306A FS6406A FS6306A
13680 17233 22903 23183 23535 23729 26582 26833 26964 28123 28531 28643 29154
FULLER
5A65 572 RTO12515C RT910 RT915 RT910 RTXF11708LL T955GL RTLO14610A 1157DLL 4-E-75 RT510 RT910 RTOF11613 RTX12609R RTO12513 RTOF11610 T1056A RTO-1157DLL RTX14609P RTO9513 RTO9513 RTO11708LL RTF910 RTF1110F RT610 RTLO14610A RTX14609R RTOF14613RP RT11610 RTLO16618A RTXF14609P RTO11608LL RTLO14610A RTO12513 RTO11908LL RTOF12513 RT12610 RT12610 5A-43 T11607B RTLO16913A
2283 2346 2384 3854 5419 6081 6143 6165 6676 6972 6995 7111 7581 7693 7968 8418 8601 9106 9377 10313 11478 12087 12393 12698 12886 13169 13348 13945 14632 14639 14713 14750 14820 15070 15232 15321 15410 15733 16258 16850 17096 18024 18636
$1,000 $1,000 $850 $1,000 $1,200 $3,775 $1,700 $1,200 $1,700 $850 $1,250 $1,700 $1,200 $400 $500 $1,400 $600 $1,000 $600 $1,700 $600 $1,200 $1,000 $500 $900 $600 $1,200 $1,000 $900 $1,200 $800 $1,500 $1,200 $1,000 $1,000 $1,700 $700 $850 $800 $1,250 $1,200 $1,500 $1,000 CALL $2,500 $1,400 $1,500 $1,250 $900 $1,850 $1,200 $800 $800 $450 $1,500 $4,500
RTLOF18718B TX8607B RTO11708LL RT9513 FROF16210C T14607A RTOF9513 RTXF12609P RTX11609P RT12509 5A620 RTO14715 RTF13709H RT14609A RTLO16913A RT12609A RTLO15610B FRO15210C RTO12613A RTX13709H RTO14613 RTXF14609R RT1110 RTLO16918B RT12610 RTX14609B RTLO14610B RTO14613 FRO16210C RTO9513 RTX13710C RTO12515 RTO11609B RT6613 RTXF13609B FRO15210C RTX14609B
19700 19761 19784 19838 20095 20146 20834 21039 22018 22506 23293 23412 23495 23583 23706 23875 23984 24163 24262 24476 24715 25769 25902 26369 26579 27330 27447 27693 27918 27989 28171 28387 28429 28731 28957 29060 29186 29358
$4,000 $800 $1,700 $1,000 $2,000 $600 $1,000 $1,800 $1,000 $800 $500 $1,600 $900 $1,000 $2,750 $1,000 $1,650 $2,250 $1,250 $1,200 $1,500 $1,400 $1,000 $2,000 $800 $1,200 $1,250 $1,200 $2,000 $0 $1,250 CALL CALL $1,200 CALL CALL $2,250 $1,200
INTERNATIONAL
T36 T35 T36 T36 T36 T36 T36 T36 T36 T36 T36 T36 698 T36 T36 T496 T36 T496
1751 2265 2267 2269 2284 2293 2354 2378 2382 2575 3743 3778 7885 12937 15093 22861 28497 28730
$500 $500 $500 $500 $500 $500 $500 $500 $500 $500 $500 $500 $600 $500 $500 $500 $500 $500
ENGINES MODEL 3406C 3406A 3208N C15 C15 C12 3406B 3116 3406A 3406E 14.6L 3208T 3126 3116 3406E 14.6L 3406E 14.6L 3208N
STK# CAT
$4,000 $2,500 $2,250 $12,000 $14,000 $7,000 $4,000 $2,250 $3,250 $4,000 $3,500 $3,000 $4,000 $4,000 $4,000 $3,000
9156 11473 11477 12717 18023 18222 18382 19741 21755 22048 22395 25749 25901 27917 27936 28679 28695 28956 29185 29300
$4,200 $2,500 $2,000 $3,500 $2,000 $3,850 $3,800 $3,450 $5,000 $3,700 $6,500 $3,700 $3,500 $5,500 $3,500 $5,000 $5,000 $4,000 $10,000 $5,000
CUMMINS
N14 CELECT 5.9 SMALL CAM BCIII SMALL CAM BCIV M11 CELECT 8.3 N14 CELECT+ 8.3 ISM C8.3 BCII N14 CELECT+ BCII ISB ISB N14 ISX N14 CELECT+
Go to
TVL1078 SX107 TRL107 TRL1078 1076 DX10780 TRDXL107 1076 X1070 TRTL722 1078 TRXL10780 1076 X107 T2090 T2090 T2052 T2090 1076 T2080 T2180B T2060 T2100 T2060 T2080 X107 X107 X107 X107
MACK 2931 4414 5215 5469 6083 6550 6551 6557 7859 8546 11873 13652 13694 13844 14306 17206 18662 20800 22301 23089 24247 24454 25585 25754 26039 28241 28295 28597 29127
CALL $1,250 CALL CALL CALL $700 $1,000 $1,000 $500 $1,200 $0 $1,200 $1,200 $1,200 $1,000 $1,200 $1,500 $1,200 $1,000 $2,000 $2,000 $1,400 $2,000 $1,200 $2,000 $2,850 $1,650 $1,000 $1,650 $2,000 CALL CALL $1,000 $1,000
ROCKWELL
RMO9125ASO11 RMX9145R RM9145A RM9145A RMX9145B RM9145A RMX9145A RM9145A RMX10145C RMX9135B RMX10165C MO14F10C-M16 MO-13G10C-13 RMX10165A RS10135A RM9145A RMX9145B RMO13145A RMX10165A
2353 7267 10390 10443 12485 13938 14300 14301 18214 20054 21756 21776 22409 26395 26854 27036 27382 27542 28474
$1,500 $1,250 $1,150 $1,150 $1,250 $1,150 $1,250 $1,150 $1,500 $1,250 $1,500 $1,500 $1,500 $1,250 CALL $1,150 $1,250 $1,000 $1,500
1207-3A 5652 1062-B CM4054D CM4054D CM6052C 1062-C CM4054D CM5052C CM6052A 3152-F 6031 1372-B CM5252A CM5552A CM5252A CM6052A 907-2A ES425A 6453 5752C 5652 1107 CM6052D CM4054D 6852G 5652 1062-C CM5052A CM5052A 6852 CM6052C CM4054D PS145-7A 5752C CM5552A CM5552A
SPICER
PS97-7A CM6052A 6852G ES70-5D 1207-3A CM5052A 5652 CM6052D CM5952E PSO150-9A PSO110-7A CM6052D ES52-7A PSO140-10S 6352 ESO65-7A ES53-5A
2195 2208 2234 2290 2306 2326 2330 2359 2383 2393 2402 2419 3124 3742 3745 5614 6300 6562 6575 6726 6984 7349 7565 8165 8650 8897 9200 9306 9500 9961 10304 11502 11907 12418 12547 12597 12958 13177 13600 14299 15106 15829 16447 19254 20079 21770 23041 23250 23670 25148 26947 27962 28148 28607 29330
$900 $600 $500 $750 $750 $750 $500 $750 $750 $900 $500 $400 $750 $750 $750 $750 $900 $825 $850 $900 $600 $600 $1,000 $900 $750 $650 $600 $500 $750 $750 $650 $750 $750 $1,000 $600 $750 $750 $1,000 $900 $900 $650 $1,200 $900 $750 $600 $900 $800 $1,650 CALL $900 $1,700 $1,400 $550 $1,250 $900
STK#
PRICE
HOODS DETROIT
PRICE
10312 18951 18993 22164 22552 23333 23547 24819 24830 25768 26814 26977 28530 28671 29079 29139
ISUZU
RMK-JR403E 23765 RNJ-AW450-43LE 24738 RNJ-AW450-43LE 28006 RNJ-AW450-43LE 29031 RNJ-AW450-43LE 29045
8V92N 671N 6V53N 6V92TA 671N 6V71N 671N 8.2T 6V53N 8.2T 60 SER 12.7 353 6V92T 453T 60 SER 14.0 60 SER 11.1 8V71N 60 SER 12.7 50 SER 671N 60 SER 12.7 60 SER 14.0 60 SER 14.0 60 SER 12.7 671T 6.6L 429 475 6.6L 370 429 300 2.3l 534 330
3323 4415 4417 6036 6080 8421 8680 11506 11653 11998 13944 14278 14783 17787 18677 19712 19837 20053 21038 21816 22078 23201 23467 28471 28721
$2,000 $2,500 $2,000 $1,500 $2,500 $2,000 $2,500 $2,500 $2,000 $2,800 $5,000 $2,000 $2,800 $2,500 $8,000 $3,000 $2,500 $5,000 $2,800 $2,500 $8,000 $12,000 $9,500 $6,500 $2,500
6592 7305 10215 11702 12082 13679 17120 19913 20078 23950
$1,800 $900 $900 $1,800 $800 $900 $400 $400 $800 $700
FORD
INTERNATIONAL
392 DT 466B DT466 T444E DT466 345 6.9 DIESEL 7.3 DIESEL T444E 478 GAS DT 466C 7.3 DIESEL DT 466C 392 DT466 DT 466C 9.0 DIESEL DT466 345 DT 360
TD73EA TD 60 B TD61FB VED7C
$900 $2,500 $4,500 $2,500 $3,500 $800 $1,000 $1,300 $2,900 $980 $4,500 $1,300 $4,500 $900 $4,500 $4,500 $2,500 $4,500 $800 $4,000
12048 15343 23853 24737
$2,500 $2,000 $1,000 $6,000
10560 13651 18661 24246 25584 25753 26038 27787 28294
$5,000 $3,500 $3,000 $10,000 $3,500 $4,500 $4,000 $4,000 $5,000
11039 14708 18206 21112
$4,000 $3,000 $2,500 $5,000
ISUZU
6BG1 6.0L GAS 5.7GAS 4HK1TC E7-400 EMC6-285 EM6-237 E7 E6-350 EM7-300 EM7-300 E7 E9V8
4373 6696 7697 12065 12462 12936 13687 15046 15192 15810 18001 18373 23661 25575 26902 26946 27077 27530 28496 29329
MACK
VOLVO
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YEAR MAKE 1990 0 1980 0 1984 1994 1982 0 0 1995 2000 2000 2002 1988 1979 1988 1995 1984 1972 1991 1979 1995 1993 0 0 1995 1995 1973 1979 1997 2004 1967 0 0 0 0 1993 0 1999 2000 1991 1990 1990 1985 1990 1985 1993 1990 1996 0 1998
CHEVROLET CHEVROLET FORD FORD FORD FORD FORD FORD FREIGHTLINER FREIGHTLINER FREIGHTLINER FREIGHTLINER FREIGHTLINER GMC GMC GMC GMC INTERNATIONAL INTERNATIONAL INTERNATIONAL INTERNATIONAL INTERNATIONAL INTERNATIONAL INTERNATIONAL INTERNATIONAL ISUZU KENWORTH KENWORTH KENWORTH KENWORTH KENWORTH MACK MACK MACK MACK PETERBILT PETERBILT PETERBILT STERLING STERLING VOLVO VOLVO VOLVO VOLVO VOLVO VOLVO VOLVO VOLVO VOLVO VOLVO WESTERN STAR TRUCKS
MODEL
C60 C4500 LT9000 LN8000 LTS9000 LTL9000 F800 F700 FLC120 FL60 FL70 CLASSIC XL FL70 BRIGADIER 7000 TOPKICK TOPKICK 1955 4300 3800 F2674 4700 LOW PROFILE 2554 4300 4300 NPR T600B W900 W900 T600 T600 R607 R600 CH600 SERIES CH 613 359 378 357 A9522 ST9500 SERIES WIM64T WIA64TES WIA64T WCM WIA64TES WIM64T WIA64TES WIA WIA AREO SERIES VNL 5942SS
21417 27041 16467 16574 16663 20686 25567 27504 16580 22910 26973 28460 28675 16626 17792 22344 24824 14320 16340 16616 16674 16697 21918 27049 27642 18743 16601 22898 23684 23990 29069 23195 26285 27497 27501 16592 23571 27499 23340 26401 7425 7810 11524 11996 14449 16629 16630 16688 18387 27507 16680
$400 $1,125 $300 $400 $850 $1,000 $200 $1,200 $700 $1,500 $1,500 $2,500 $1,000 $500 $600 $850 $1,500 $500 $800 $1,500 $1,200 $400 $1,500 $1,250 $1,700 $200 $1,000 $600 $1,100 $800 $1,200 $600 $700 $1,700 $1,750 $1,000 $1,000 $1,750 $2,000 $1,000 $1,000 $500 $1,000 $750 $700 $1,000 $400 $1,000 $1,000 $1,800 $1,800
American Trucker/ r/February 2012 - West 49
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50 American Trucker/February 2012 - West
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11250 West 215th St. Lakeville, MN 55044 (866) 207-1776 1995 Mack CH613, Mack E7 VMac 350 hp, 42â&#x20AC;? Slpr., Super 10 Trans., 4 Bag Air Ride Susp., 216â&#x20AC;? W.B., A/C, P/S, Tri-Axle Low Boy Truck, 20,000# Rigid Pusher Axle, Stk. #4882 ................ $14,000
2001 International 9200, Cummins ISM 370 hp, Mid Roof Slpr., 9-spd., 4 Bag Air Ride Susp., 210â&#x20AC;? W.B., A/C, P/S, 422,000 Miles, Jake Brake, Stk. #4896 ....................$16,500
2007 Mack CXN613, Mack E7 ETech 460 hp, T318IR Trans., 4 Bag Air Ride Susp., 4.10 Ratio, 228â&#x20AC;? W.B., Alum. Wheels, Stk. #4765................ .................................. $54,500
2005 Mack CV713, Mack AI 427 hp, 8LL Trans., Camelback Susp., 4.42 Ratio, 255â&#x20AC;? W.B., A/C, P/S, Stk. #4885 ..... $57,500
2000 Western Star 4964EX, CAT 3406E 600 hp, RTLO20918B Trans., 76â&#x20AC;? Slpr., Air Ride Susp., 3.55 Ratio, 253â&#x20AC;? W.B., A/C, P/S, Write Bed Crankshaft on Top, Western Starâ&#x20AC;&#x2122;s 2000 Show Truck, Stk. #4862 ................ $19,500
2002 International 9200i, Cummins ISM 410 hp, 10-spd., 4 Bag Air Ride Susp., Alum. Wheels, 209â&#x20AC;? W.B., A/C, P/S, Complete Hyd. & Blower Package For Tanker Trailer, Stk. #4844 .................... $19,500
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 E6 4 Valve .................... Starting @ $3,000 E6 2 Valve .................... Starting @ $2,750 E7 V-MAC .................... Starting @ $3,500 All Mack Engine Models Available
Exch. RTX14609B .................................... $1,500 RTX12609B .................................... $1,250 FRO15210C.................................... $1,750 RTLO15610B ................................. $1,500 RMX10135 and 145A 5A .................... $1,500 Direct 9 speeds ................................ $495 RTLO16713A A .................................. $2,500 Many y other Models Available
DETROIT
NEW Aftermarket Mack Bumpers Mack CH @ $520
Series 60 11.1 & 12.7 Detroits.................. .................................. Starting @ $1,500
REAR END SPECIAL CRD92 Rebuilt.........$2,200 CRD92 Recon..........$1,575 CRD93 Rebuilt.........$1,550 CRD93 Recon..........$1,050 Ask For Warranties!
CUMMINS Big Cam 3 & 4 ......................From $2,000 N14s & M11s ..........................Please Call
CAT 3406B ........................... Starting @ $2,000 3406E ........................... Starting @ $3,500
Many Other Engine Makes & Models Available. Please Call.
V-MAC ETEC III Engines
SPECIAL New and Used Steerable Pusher Axles
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American Trucker/February 2012 - West 51
SPECIALIZING IN NEW, USED, & REBUILT MACK PARTS LARGEST SELECTION IN MIDWEST NATIONWIDE DELIVERY
ad index A&R Diesel ........................................ 37
Felling Trailerr .................................... 41
Manders Diesel Repair, Inc ............... 51
Alliance ............................................... 5
Fleet Forum ....................................... 11
Maxwell ............................................... 9
Borg Warner Turbo ........................... 10
FleetSeek ........................................... 13
Medford............................................. 46
Bulletin Board ................................... 50
Fuel Purchase Management Handbook
Mid-America Truck Show w ................. 27
Chambers Motors .............................. 44
...................................................... 31
NTEA A ................................................. 19
Chevron............................................... 3
Jim Hawk........................................... 42
Nuss Truck Group, Inc...................... 54
Detroit Radiator................................. r 45
Kadingers ..................................... 48-49
Progressive Commercial Auto
Don Dens Sales, Inc .................... 34, 42
KC’s Truck Parts ................................ 56
Insurance ..................................... BC
Erickson Truck Sales & Salvage ........ 37
Lucken’s Trucks & Parts, Inc ............. 38
Protech .............................................. 46
February 2012, West Edition Alaska, Arizona, California, Colorado, Hawaii, Idaho, Montana, Nevada, New Mexico, Oregon, Utah, Washington, Wyoming
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52 American Trucker/ r/February 2012 - West
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Pro-Tread .......................................... 21
Theman Tailgates Inc. ........................ 8
MARKETPLACE AD SALES Dan Elm
Read Eye Radio ................................. 29
Trail King.........................................IBC
dan@trucker.com 800-827-7468 Ext. 22111 AK, AZ, CA, CO, HI, ID, MT, NM, NV, OR, UT, WA, WY, Canada
River City Truck Parts ........................ 39
Trinity Trailer Mfg., Inc ..................... 47
Ruan Truck Sales - Truck Division .... 46
TRP Parts ...................................... IFC-1
Sam’s Riverside Truck Parts .............. 43
Truck Blue Book Conference ........... 15
Ellen Rowlett ellen@trucker.com 800-827-7468 Ext. 22111
Richard White richard.white@penton.com 317-352-2113 Custom Print Projects
DISPLAY AD SALES Services Directory............................. y 50
TruFit ................................................. 44
Skubic Bros. International ................ 42
V&H Truck Sales ............................... 55
Spalding ............................................ 40
Vander Haag’s, Inc ............................ 35
William J. Doucette 603-236-3310 Fax: 603-236-3304 wjduce@aol.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
Reggie Lawrence
Spray Control System, Inc ................... 7
Write Up the Road ............................. 44
404-327-7770 Fax: 404-327-8836 reg_lawrence@msn.com AL, AR, FL, GA, LA, MS, NC, OK, SC, TN, TX
Tom Neil 734-426-3297 Fax: 913-514-3983 tom.neil@penton.com Eastern Canada, MI, NY State, OH, Western PA, WV
To advertise in our March issue, please contact your sales representative. Editorial Office: 11 Riverbend Drive South, P.O. Box 4211, Stamford, CT 06907-0211 Telephone: 1-800-776-1246. Copyright 2010, Penton Media, Inc. All rights reserved. Postmaster: Send address changes to AMERICAN TRUCKER, P.O. Box 12921, Overland Park, KS 66282-2921.
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American Trucker/ r/February 2012 - West
53
1 866 929 6877
(Hwy. 23 1.5M East of Hwy. 10) St. Cloud MN (I-35W and Co. Rd. C) - Roseville MN (12540 Dupont Ave. S.) - Burnsville, MN (6500 Hwy. 63 S.) - Rochester MN (Jct Hwy 60 & Hwy 169 S.) - Mankato MN (3028 Truck Center Dr.) - Duluth MN (I-94 & Exit 59) - Eau Claire WI
www.nussgrp.com
2012 Mack CHU613, Mack MP8 445 hp, RTLO18913A Trans., Air Ride, Alum. Wheels, 3.42 Ratio, 213” W.B., A/C, P/S, Stk. #M7204.................................................................... CALL
2012 Volvo VHD64B200, Volvo D13 500 hp, RTLO1898B, Air Ride, 3.73 Ratio, 238” W.B., Alum. Wheels, A/C, P/S, TStk #EV2322 .................................................................CALL
2012 Mack CXU613, Mack MP8 415 hp, RTLO16913A Trans., 3.55 Ratio, Air Ride, Alum. Wheels, 197” W.B., A/C, P/S, Stk. #EM2333 .........................................................................CALL
(3) 2010 Mack CXU613, Mack MP7 395 hp, FRO15210C Trans., Air Ride, Alum./Steel Wheels, 3.55 Ratio, 162” W.B., A/C, P/S, Stk. #U9655 .................................................$69,900
2006 Mack CHN613, Mack AC 380 hp, RTLO16913A Trans., Air Ride, Alum. Wheels, A/C, P/S, Stk. #U9555 ...........$55,900
2012 Isuzu NPR, GM 6.0L 297 hp, Under CDL, Auto., Spring Susp., 5.73 Ratio, 150” W.B., A/C, P/S, Stk. #I8173 ..... CALL
(2) 2009 Mack CXU613, Mack MP8 425 hp, 4500RDS Trans., AL401, 56” FT Slpr., Alum. Wheels, 4.17 Ratio, 215” W.B., A/C, P/S, Stk. #U9659 .........................................................$79,900
2009 Kenworth T800, CAT C13 430 hp, FRO16210C Trans., Air Ride, 3.36 Ratio, Alum. Wheels, 190” W.B., A/C, P/S, Cruise, Stk. #U9668 .................................................................$69,900
(2) 2008 Kenworth T660, CAT C13 430 hp, FRO16210B Trans., Air Ride Susp., 3.25 Ratio, Alum. Wheels, 203” W.B., A/C, P/S, Stk. #U9406 ................................................................ $65,900
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n .C w .A o D oW $0 /M 9 49 , $1 2008 Mack GU713, Mack MP8 425 hp, T310M Trans., SS44 Susp., 4.64 Ratio, 227” W.B., Alum./Steel Wheels, A/C, P/S, Stk. #U9522 ................................................................ $99,900
(14) 2008 Kenworth T2000, CAT C13 430 hp, FRO15210B Trans., 75” Aero Slpr., Air Ride, 3.25 Ratio, 232” W.B., Alum. Wheels, A/C, P/S, Cruise .....................................................................................Starting @ $41,900 2012 Clement ADW3441F, 34’ End Dump, Air Ride, Alum. Body/Wheels, Tri-Axle, 22.5 Tires, Stk. #T8226 ...........CALL
Ask Us About Financing! g - We Buyy Trucks
Marshfield, WI 54449
Used Truck Sales Lot at I-90/94 Exit 119, Hwy 60, Lodi, Between Madison and Portage 800-826-2308
800.826.2308 Kansas City, KS 66031
800.354.1722
Over 200 Used Work Trucks IN STOCK
TANDEM AXLE HEAVY DUTY TRUCKS $4,900
1989 Ford LTS9000, Cummins L10 300 hp, 8LL Trans., 4.88 Ratio, 263” W.B., 23’ Steel Flatbed, 197,000 Miles, Stk. #7272U.
2000 Peterbilt 330, Cummins ISM, 1997 Ford LT9513, Cummins M11 6-spd., Chalmers Susp., 3.70 Ratio, 330 hp, 9-spd., Air Ride Susp., 274” 231” W.B., A/C, Cruise, 326,087 W.B., 391,161 Miles, Stk. #7303U. Miles, Stk. #7104U.
2006 Kenworth T300, CAT C7, 10-spd., Chalmers Susp., 22.5 Tires, 260” W.B., 148,203 Miles, Engine Brake, Stk. #7222U.
1992 Ford LNT8000, Ford 7.8L 240 hp, Spring Susp., 204” W.B., Steel Dump Body, 345,300 Miles, Stk. #6048U.
2006 Sterling LT8513, CAT C7 300 hp, Auto. Trans., Spring Susp., 6.14 Ratio, 195” W.B., A/C, Cruise, 15’ Steel Bed, 201,432 Miles, Stk. #7170U. 2 To Choose From
1998 Ford F700, 7.0 Gas Engine, 5+2 Trans., Spring Susp., 14’ Dump, 177” W.B., 82,878 Miles, Stk. #7128U.
2000 Sterling LT9513, Cummins ISM 330 hp, 8LL Trans., Hendrickson HN Susp., 4.56 Ratio, 264” W.B., Cruise, K-Pak 6000 Roll Off Hoist, 191,581 Miles, Stk. #6703U.
2007 Western Star 4900SA, CAT C13 430 hp, FRO-16210C Trans., TufTrac Susp., Alum. Wheels, 285” W.B., 52’ Boom Reach, 110,040 Miles, Stk. #7295U.
1992 Ford L8000, FNH 7.8 240 hp, 8LL Trans., Spring Susp., 4.30 Ratio, IMT 14200 Body, 266” W.B., 44’ Reach @ 1,980 lbs. 22’ Steel Bed, 416,755 Miles, Stk. #7324U.
2005 Freightliner CL120, CAT C15 475 hp, 70” Slpr., 10-spd., Air Liner Susp., 3.58 Ratio, Alum. Wheels, 242” W.B., A/C, Cruise, 440,962 Miles, Stk. #7219U.
2004 International 4300, DT466 210 hp, Spring Susp., 272” W.B., A/C, 183,134 Miles, 26’ Van, Cruise, Stk. #7034U.
2003 Sterling AT9513, CAT C12 355 hp, 10-spd., Air Liner Susp., 3.90 Ratio, 174” W.B., Alum. Wheels, 507,763 Miles, Stk. #7320U. 4 To Choose From
VOCATIONAL AND MISC TRUCKS
2006 Sterling LT9513, Mercedes MBE4000 450 hp, 10-spd., Tuf Trac Susp., Alum. Wheels, 218” W.B., 17’ OX Body, 8,000 lbs. Steerable Axle, Stk. #7270U.
1992 Ford L8000, FNH 7.8 240 hp, 8LL Trans., Spring Susp., 4.30 Ratio, 266” W.B., IMT 14200, 22’ Steel Bed, Stk. #7324U.
1999 Sterling LT9513, CAT C12 355 hp, 8LL Trans., HN Susp., 4.89 Ratio, 264” W.B., Fassi F230SE.22 w/Remote, 25’ Steel Bed, 42’ Boom Length, Stk. #7331U.
MATERIAL HANDLING TRUCKS Roll Off
2003 Great Lakes 14’ Pup Trailer, 24” Aluminum Tool Box, Extendable Tongue, Closed Tandem, Stk. #E6027. 20 To Choose From
2005 Kenworth T800B, Cummins ISM 385 hp, FRO-14210C Trans., Chalmers Susp., 4.78 Ratio, 278” W.B., A/C, 102,445 Miles, Cruise, 45’ Boom Reach, Stk. #6119U.
SINGLE AXLES & TRACTORS
2007 Ford F650, CAT C7, 2500HS Auto., Spring Susp., 26,000# GVWR, 260” W.B., 26’ Marion Dry Van, Stk. #7341U. 2 To Choose From
2002 Freightliner Columbia, CAT C12 380 hp, 10-spd., Air Liner Susp., 2.64 Ratio, 204” W.B., A/C, Cruise, 656,249 Miles, Stk. #7259U. 2 To Choose From
FORKLIFTS $13,470
$8,980
$4,750
$9,775
$11,450
2003 Palfinger CR50, Engine 1998 Princeton D50, Engine Brake, 1995 Princeton D5000, 144” 2000 Princeton D50, Engine Brake, 2002 Princeton PB50, Duetz Brake, 120” Mast, All Wheel Drive, Steel Frame, A/C, Stk. #E5023. Mast, All Wheel Drive, 1,992 Hours, 154” Mast, All Wheel Drive, 1,215 Diesel, 154” Mast, All Wheel Drive, 1,961 Hrs., Stk. #E5240. Hrs., Stk. #E5206. Stk. #E5796. 1,326 Engine Hours, Stk. #E5144.
CHECK OUT OUR LINE-UP OF UNEMPLOYED TRUCKS AT WWW.VHTRUCKS.COM Go to
Trucker.com for used equipment listings
American Trucker/ r/February 2012 - West 55
3 Locations to Serve You
NAPAVINE (800) 622-5170 t $"5 t $6..*/4 t %&530*5 AVAILABLE OTHER RECENT ADDITIONS 2007 WESTERN STAR, MBE 460 hp, RTLO16913A, 40-145â&#x20AC;&#x2122;s on Air Ride ....... ........................................PARTING OUT 2007 Freightliner M2 112, MB4000 450 hp, RTLO16913A, 40K Rears on Air Ride, Lockers .......................... PARTING OUT 2005 PETERBILT 387, C-15 CAT, RTLO18918B, D40-170â&#x20AC;&#x2122;s on Air w/Lockers .........................PARTING OUT
45"5& )8: t /"1"7*/& 8" t
2007 KENWORTH T800B DAY CAB
2010 PETERBILT 386
2007 KENWORTH T800B DAY CAB
ISX 530 hp, RTLO18918B, T69-170, Lockers, Tri-Drive, Hendrickson Primax, 4.30 Ratio PARTING OUT
ISX 550 hp, RTLO18918B, 40K Air Ride, PARTING OUT
ISX 530 hp, RTLO18918B, D46-170, Neway HPW, Lockers, 4.10 Ratio PARTING OUT
NORTHWESTâ&#x20AC;&#x2122;S LARGEST TRUCK WRECKER SPOKANE (800) 622-5171 WE ARE BUYING TRUCKS, RUNNING OR NOT CONTACT JIM AT 800-622-5171
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FREIGHTLINER ARGOSY
2009 PETERBILT 386
Detroit 12.7L, 13-spd., Rear Rockwells on Air Ride.
ISX 550 hp, RTLO18913A, 404â&#x20AC;&#x2122;s on Air Leaf.
2007 VOLVO
2007 STERLING L8500
RTLO18913A, Volvo Power 500 hp, Rockwell Rears. GOOD BUILDER OR PART OUT
Stainless, Speedometers, Grills, Headlights, Radiators, Charge Air, Lift Axle Kits, Etc.â&#x20AC;¦Call For Details
BILLINGS (877) 622-5159
36%*0 3% t #*--*/(4 .5 t
2007 INTERNATIONAL 9400I
1995 INTERNATIONAL 9370
2006 VOLVO
2002 379CLASSIC EXT. HOOD 2005PETERBILT FREIGHTLINER XL
C15 475 hp, FRO16210C, DSH40â&#x20AC;&#x2122;s, APU. CALL FOR DETAILS
3406E, 10-spd., DS402â&#x20AC;&#x2122;s on Air Ride, w/Removable Sleeper CALL FOR DETAILS
VED12 465 hp, RTO16910C AS2, DS404â&#x20AC;&#x2122;s CALL FOR DETAILS
60 Series, RTLO16913A, RT40145â&#x20AC;&#x2122;s w/Front Locker & APU. CALL FOR DETAILS
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ProgressiveCommercial.com
United Financial Casualty Company & affiliates. Rental Reimbursement with Downtime coverage is subject to policy terms. No. 1 truck from Highline Data’s 2009 national written premium data. 11B00314.T (09/11)
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wANt AN EStIMAtE? SCAN hErE.