Fleet Equipment

NG: a fuel to consider • Coolant options • Idling reduction technology

JANUARY 2013

Managing Equipment Assets

www.FleetEquipmentMag.com

Right Choice Jim Parros Senior Vice President of Logistics

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On the Inside

Vol. 39 | Number 1 | 2013

Jan.

Columns Editorial

4

Founded 1974. Copyright 2013 Babcox Media Inc.

CAROL BIRKLAND

Heavy-duty News

26

6

DENISE KOETH

8

Light- & Medium-duty SETH SKYDEL

Service & Support

10

D. MICHAEL PENNINGTON

Fuels & Lubes

12

JOHN MARTIN

Tires & Wheels

16

AL COHN

Post Script

56

Departments

30

14 ASE

36

Setting the standard

18 Industry News FTR reports Class 9 orders marginally higher than November

Features 24

Refrigerated Trucking | Intelligent solution reduces fuel consumption

26

Equipment Management | NG: a fuel to consider

30

Aftermarket Insights | Coolant options

36

Before & After(market) | Idling reduction

40

Fleet Profile | Right choice

46 Truck Products Dana launches reduced weight driveshafts, TPM

49 Trailers & Bodies Polar rolls out propane tank trailer

50 Shop Chicago Pneumatic introduces 1-in. impact wrenches

EDITORIAL ADVISORY BOARD Steve Duley, Vice President of Purchasing Schneider National Inc.

David Foster, Vice President of Maintenance Southeastern Freight Lines

Bob Hamilton, Director of Fleet Maintenance Bozzuto's Inc.

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

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PUBLISHER David Moniz, Publisher 330-670-1234, Ext. 215 dmoniz@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com

Editorial

Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com Al Cohn Contributing Editor 330-670-1234 alcohn@psi-atis.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Maryellen Smith, Circulation Assistant 330-670-1234, Ext. 288 msmith@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

4 January 2013 | Fleet Equipment

Access to new trucks & technology CAROL BIRKLAND | EDITOR-IN-CHIEF

A new year brings a new round of trucking trade shows—events that give fleet managers a chance to interact with truck makers and suppliers, to look under the hood of new vehicles, kick a few tires, crawl around new trailers, watch product demonstrations and generally get up-to-date on what’s going on in our industry.

Three of the industry’s top venues are scheduled for this March.

The first one is the National Private Truck Council’s (NPTC) Green Summit and Work Truck Show 2013, which covers educational topics related to lightand medium-duty trucks and provides show-goers the opportunity to look at new trucks and equipment, which are on display daily at the show. The Green Truck Summit and Work Truck Show 2013 run from March 5th through the 8th in Indianapolis, Ind. This year’s Summit kicks off with a talk from Lee J. Styslinger, III, chairman and chief executive officer of Altec, Inc. on March 5. The March 6 keynote is provided by Dr. Michael Pacheco, associate laboratory director for deployment and market transformation at the U.S. Department of Energy’s National Renewable Energy Laboratory (NREL). Green Truck Summit registration includes admission to The Work Truck Show, which features the newest Class 1-8 chassis, bodies and equipment components from some 500 exhibitors. For more information, visit www.ntea.com or call 1-800-441-6832.

The following week the American Trucking Associations’ Technology & Maintenance Council (TMC) event takes place. It also combines educational sessions with an extensive trade show, all of which are geared to operational concerns of truck fleet maintenance managers to improve transport equipment, its maintenance and maintenance management. The Council develops Recommended Engineering and Maintenance Practices that are voluntarily adopted by fleets, OEMs and component suppliers. The Council also conducts industry surveys and promotes the voluntary cooperation among designers and manufacturers of transport equipment and those who specify, purchase, and manage such equipment. This year’s event is scheduled for March 11 through 14 in Nashville, Tenn. For more information, visit www.trucking.org/Federation/Councils.

The third event is the Mid-America Trucking Show (MATS), which hosts hundreds of exhibitors and thousands of guests each year at its expansive indoor/outdoor exhibition. According to its organizers, the annual forum is designed specifically for those working in the heavy-duty trucking industry, providing face-to-face interaction between industry representatives and trucking professionals—where attendees can efficiently research the latest products and services to provide their business with a competitive edge. This year’s show runs from March 21 through March 23 in Louisville, Ky. For more information, visit www.truckingshow.com.

For more information, visit the websites listed above and check out the seminar schedules as well as lists of truck makers and suppliers who will be spotlighting products and innovations. /

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Heavy-duty News

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hile truck and engine manufacturers are working to boost fuel economy and reduce emissions in the face of looming regulations, it’s a timely opportunity to recap aerodynamic devices and the benefits they offer fleets.

As part of Greenhouse Gas regulations (GHG14), trucks and buses model years 2014-18 are projected to reduce oil consumption by 530 million barrels and greenhouse gas emissions by 270 million metric tons. Although GHG14 does not include trailers or aerodynamic add-ons, EPA has discussed a later phase of GHG regulations, and the consensus is that trailer aero devices will be included, according to Rick Mihelic, manager of vehicle performance and engineering analysis for Peterbilt Motors Co. “EPA and NHTSA rulemaking requires an advance period between being issued and taking effect, so it is likely at this point that the earliest additional new GHG rulemaking would be 2019 or later,” he says. “CARB rules for 2013 require the adoption of SmartWay-equipped trailers; these rules will likely increase the national adoption rate for trailer aero devices.”

According to Mihelic, the highly competitive freight marketplace encourages carriers to constantly improve efficiencies; state and federal regulations and guides also encourage adoption of aero devices. Peterbilt has demonstrated through the DOE SuperTruck program significant improvements in tractor/trailer fuel economy through a prototype total system design, including aerodynamic device-equipped trailers, he says.

Frank Bio, Volvo Trucks product manager—trucks, said his company will continue to recommend aerody-

6 January 2013 | Fleet Equipment

Vehicle aerodynamics and the future

BY DENISE KOETH | SENIOR EDITOR

namic devices and other features that assist in improving fuel efficiency. “As part of ongoing work to further improve fuel efficiency, Volvo Trucks introduced in early 2011 advanced aerodynamic components for the Volvo VNL model highway trucks,” he says. New exterior components included redesigned mirror heads with aerodynamic shrouds and arms, redesigned hood mirrors, and additional ground effect features below the bumper and side fairings.

Trailer fairings alone can increase fuel efficiency by up to approximately 5%,

ple idea that embracing changes now will ease a fleet’s business into the future, many fleets already are using trailer fairings and other aero devices.

But for those that haven’t taken the step yet, truck makers are there to help.

Consult vehicle OEMs for guidance on selecting and combining systems to get the best performance from a tractor/trailer combination. Review the research and testing done by industry and government agencies, and engage in industry meetings where aero devices are key topics. If

Pilot aero devices in a controlled manner for your operations and quantify your own savings... according to manufacturers, but it’s important to consider the tractor when quoting trailer efficiency numbers. “The 5% improvements may be realized when there is a less aerodynamic tractor hauling the trailer, but the same may not be true when hauled by a more aerodynamic tractor,” Bio notes.

Mihelic says the net fuel economy gain is very dependent on multiple factors like tractor configuration, trailer gap, driving habits, use of vehicle speed limiters, etc. EPA SmartWay requires that a trailer skirt package alone add at least a 4% fuel economy improvement. In combination with other trailer devices such as boat tails, gap reducers and aerodynamic tractors, net MPG savings can be in the 10% to 15% range.

Because of fuel savings and the sim-

possible, pilot aero devices in a controlled manner for your operations and quantify your own savings, suggests Mihelic.

Bio advises: match the tractor height to the trailer using a roof fairing or full height cab; shorten the trailer gap and add cab extenders; add chassis fairings and ground effect devices; and consider additional manufacturer-recommended devices.

“Since aerodynamic feature returns are not additive, the customer needs to work with the manufacturer for realistic numbers when adding a series of aero devices,” Bio said. “Start with a repeatable number from your fleet and make your own comparisons as devices are added at each purchase, but remember that each year brings new fuel saving devices that may not be related to aerodynamics.” /

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Light & Medium-Duty

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ith more fleets interested in plugging in, the availability of all-electric vehicles is picking up.

When the High-Efficiency Truck Users Forum (HTUF) E-Truck Task Force (E-TTF) was formed, its mission was driven by the potentially large benefits of operating electric trucks in a variety of fleet segments.

E-TTF has identified a list of Preliminary “Best Use Profiles”/Duty Cycles for all-electric that include fixed route; stop-and-go operations with local, dedicated short-haul routes; and vehicles used at facilities and in high idle, worksite applications.

Electric truck developments, meanwhile, have been making headlines, including an announcement that the city of Chicago has awarded a contract to Motiv Power Systems to supply 20 Class 8 electric refuse trucks.

In total, Chicago operates 600 garbage trucks. At the 2012 HTUF forum, the city’s fleet mangers said they had evaluated hybrid and compressed natural gas refuse trucks before requesting bids for the electric vehicles. The city had found that its garbage routes did not enable hybrid or CNG vehicles to be financially viable, an analysis they confirmed by placing a hybrid garbage truck into service.

The Motiv electric Powertrain Control System (ePCS) uses off-the-shelf batteries and motors, which can be mixed and matched to fit the exact size of the electric truck needed, including medium-duty to Class 8 models from 15,000 to 52,000 lbs.

Company research indicates that the ePCS design cuts operating costs by 50% over an eight-year period.

“Scaling up from a medium-duty model to a Class 8 garbage truck is

8 January 2013 | Fleet Equipment

All-electric vehicles are gaining speed

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

really just a matter of switching out components and re-packaging it onto the new chassis,” said Jim Castelaz, CEO of Motiv. “We’ve designed the whole system to be compatible with any off-the-shelf motors and batteries, which are brought to a uniform operating standard by our software. If Chicago ever wants newer batteries, the old ones can be easily swapped out.”

The Motiv EV refuse trucks planned for Chicago will use the ePCS system with a larger motor, and 1ten battery packs. The garbage trucks also will use an electric motor to drive the hydraulics system. The refuse trucks in Chicago will weigh 52,000 lbs. and have a range of more than 60 miles.

Motiv will work with its partner, Detroit Chassis, a subsidiary of Spectra LLC that produces chassis and complete vehicles for the automotive, RV and commercial truck industries, to install the ePCS onto a standard refuse chassis. Loadmaster will provide the garbage truck bodies.

On the light-duty commercial electric vehicle front, it was announced earlier last year that Utah’s Rocky Mountain Power utility would be one of the first to demonstrate new electric pick-up trucks built by VIA Motors. The subsidiary of PacifiCorp is participating in the early evaluation program in coordination with the U.S. Department of Energy.

VIA’s new electric pick-up truck averages over 100 MPG on an equivalent basis with a daily charge and when operated in zero emissions mode for a majority of fleet driving.

VIA works with General Motors to electrify GM trucks, vans and SUVs using its proprietary technology. VIA is selling the electrified work trucks

initially to fleets.

Meanwhile, the E-TTF has published findings and recommendations that represent actions needed to support and expand the production and use of electric and plug-in trucks. Included in the report is an Etruck Business Case Calculator that can aid fleets in their financial and cost-benefit analyses. The task force

…its mission was driven by the potentially large benefits of operating electric trucks in a variety of fleet segments.

also included an Infrastructure Planning Guide for E-Truck Fleets, which is designed to help fleets avoid unexpectedly high initial infrastructure costs and electricity demand charges.

The E-TTF report concludes that electric trucks can achieve payback and satisfy fleet needs even in the early market stages of their development if the vehicles are placed in applications that provide high daily petroleum offset (either in mileage or energy use) and can maintain high utilization rates. /

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Service & Support

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ix equal parts of a penchant for fast parts accessibility, an entrepreneur’s industry passion and singular focus on keeping customers’ trucks delivering goods on time. The result: pioneer and innovator David Seewack and his growing digital online marketplace, finditparts.com.

His sights are realistically set on revolutionizing e-commerce for commercial vehicle parts (and beyond). There

We will win business and grow our capabilities with customer service—Seewack

has to be a new and better way to get the right parts to the motor carriers seeking them now, not later.

Seewack and his business partners have lived and breathed truck and trailer parts for 20+ years. Actually, his enthusiasm and his impatience to add more services and educate more fleet and parts managers to rely on his service have produced a new resource.

“We will win business and grow our capabilities with customer service, not low price,” he explained. “Our intention is not to be a category killer,

10 January 2013 | Fleet Equipment

‘Wow them’ with service

BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

but to enhance the digital process with easy to find, easy to buy, and if necessary, easy to return. Our goal is to wow them, and they’ll be back, even if we’re the customer’s second choice.

“Our mantra with customers is to under-promise and over-deliver, and that’s with the everyday part or the hard to find one. Plus, in three clicks or less, a truck operator can find it, buy it, and even track their order,” said Seewack. The firm has a committed call center staff. In 20 short months, finditparts.com has developed access to 2.5 million parts.

“WDs can ship for next-day delivery, and we had to match that, plus add more value,” recalled Seewack, who detected a wasteful nature where people searched for parts, calling multiple people and fumbling with notebooks and catalogs. “It can be very inefficient, and the truck supply chain is so fragmented.”

At the operation’s foundation is a comprehensive supply chain with strategic fulfillment partners. “We really want connectivity with the supply network—efficiency is the key for our business and for our customers,” he said. He reports a vital factor to the growth is the availability of top brand names, including Cummins, Caterpillar, Grote, Timken, Donaldson, SKF, Meritor, Stemco and Truck Lite.

Today, the company ships orders to every customer by regular ground shipping—50% of the orders are for “next day.” Customers receive a complete dashboard tool, including purchase activity, status of order and tracking numbers.

Aside from the digital business (70% of the business), finditparts.com maintains its call center with bi-lin-

gual “parts detectives” to answer questions, find and identify parts (often exchanging jpeg parts photos to add comfort), and a real plus: “to establish a personal working relationship with customers,” he says.

Recently, the site added 3D photography. Seewack notes, “It’s making a real difference in customers’ eyes... you can rotate the part 360 degrees.”

When asked if he’s content with the current level of customer satisfaction, Seewack says, “You bet, but there’s so much more to come.”

Within the next 30 days, finditparts.com will add: • A redesigned website with easy user interface and a stronger search engine tool.

• Even more parts accessibility (3/4 million more added), including electrical parts, air brakes and remanufactured components (“we don’t choose to handle cores”).

• Intensified marketing efforts— “going beyond word of mouth or Googling,” plus a new mobile app to “speed the process of finding a parts with as few as two clicks.”

• For repeat customers, a company charge account (payable through PayPal), billed net in 30 days, and the ability to charge the orders. (There’s no credit card acceptance yet, as the company is still working to make the system work right for customers.)

• For light trucks/passenger cars, a new automated online catalog (foreign and domestic).

Finditparts.com’s long-term goal: “to be as effective and efficient as amazon.com in its category.” Seewack is a non-stop doer with significant, consistent growth generated from thousands of new and repeat fleet customers. /

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Fuels & Lubes

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'm old enough to recall the first time gaseous fuels were considered for use in trucks in the ‘60s and ‘70s. Although it was widely recognized that gaseous fuels were much cleaner-burning than diesel fuel, the lack of a fuelling infrastructure and the narrow operating range of early design fuel/air mixers eventually caused potential users to lose interest. Only a few fleets stuck with gaseous fuels.

At that time, most people utilized propane or butane, because they have roughly twice the energy content of CNG, and their chemical composition doesn’t vary. Natural gas (NG) on the other hand, was used directly as it came from Mother Earth, and its composition could vary significantly, depending on the region where it was recovered. Don Dawson even experimented with LNG. Advanced technology like oxygen sensors wasn’t available then.

Eventually natural gas became a non-event. It bothered me because natural gas was so plentiful, yet people couldn’t or wouldn’t use it except for home and industrial heating. It was troubling to work next to an oil refinery and see so much natural gas simply burned off in field flares.

Boy, how times have changed! Several stars have aligned to make compressed natural gas (CNG) and liquid natural gas (LNG) viable alternatives to ULSD or biodiesel: 1. The refueling infrastructure is being built.

2. Modern gas engine designs are tolerant of the varying composition of natural gas.

3. Thanks to hydraulic fracturing (fracking), we now have a 100-year supply of natural gas.

12 January 2013 | Fleet Equipment

NG is gathering steam

BY JOHN MARTIN | CONTRIBUTING EDITOR

4. The cost of natural gas is, and will remain, very low.

5. Other alternate forms of energy are encountering obstacles.

NG refueling stations are being built to service centrally fuelled fleets. Clean Energy Fuels has committed to building 150 refueling stations along major trucking routes in two years. Shell Oil is also planning to build one hundred refueling sta-

Other alternate sources of energy aren’t performing as expected.

tions. ConocoPhillips and Exxon have also purchased several natural gas drillers. Power stations are quietly converting to natural gas to reduce CO2 emissions. Service training organizations are now taking steps to get sufficient people trained (and ASE-certified) to service gaseous-fuelled vehicles.

Thanks to the efforts of pioneers like Impco and Westport Innovations, in partnership with several diesel engine builders, natural gas operational problems have been drastically reduced. One of the rea-

sons I prefer the use of natural gas in diesel engines is the fact that natural gas combustion produces much smoother brake mean effective pressure (BMEP) pulses on the crankshaft and bearings than compression ignition of diesel fuel.

Fracking has opened up more natural gas reserves than your local Mexican food restaurant. The U. S. is slated to overtake Russia as the world’s largest producer by 2015, but I think that milestone will occur sooner.

Because of our enormous natural gas reserves, I don’t think natural gas prices will do more than double in the next five to seven years, not counting inflationary effects. I also don’t see the prices of biodiesel or ultra low sulfur diesel (ULSD) fuels dropping in the future as many people predict. The government hasn’t renewed biodiesel’s tax credit, and that is unlikely when everyone is focused on the natural debt crisis. As a result, biodiesel costs significantly more than ULSD to produce. The easy-to-extract crude oil is almost gone, so the enormous costs of deep-water and horizontal drilling techniques will soon adversely affect the selling price of ULSD. Besides, several states are clamoring to increase taxes on ULSD to help pay off debt. Other alternate sources of energy aren’t performing as expected.

Electric vehicles sorely need a battery breakthrough to be cost competitive. U. S. solar power companies are dropping like flies due to Chinese competition, and wind power has encountered several technical difficulties.

Learn to love that stinky smell (it’s actually due to mercaptan sulfur); it’s your future. /

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Training Techniques

Setting the standard

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

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Rapid Response: 800-930-7204 ext. 46014

ost of us are familiar with the ASE testing and certification program and the standards it has brought to the fleet repair industry.

What you may not know is how the ASE Industry Education Alliance is working to make heavy-duty service education better. The National Automotive Technicians Education Foundation (NATEF) is a member of the Alliance and works with the industry to establish standards for training programs at the high school (secondary) and college (post-secondary) levels.

These programs are our main source of future technicians.

To properly prepare students for a career in the industry, training programs must do more than provide technical information—they must not only educate students in the current methods of heavy-duty maintenance and repair, but also provide a “taste” of what a career in the industry is like on a day-to-day basis. It’s just as important that our entry-level technicians understand proper work and safety habits as much as they understand the technology.

Program content also is critical. If the curriculum does not teach the skills needed (academic as well as technical) for employment in our industry, both the entry-level technician and the employer may become discouraged. Another critical element is the instructor. Instructors working in NATEF-accredited programs must maintain their ASE credentials in the areas they teach. Additionally, they are expected to attend update training and serve as a role model for their students, demonstrating a love for the industry as well as a commitment to lifelong learning.

Couple the right curriculum, proper facilities, equipment and an ASE-certified instructor with other key elements including program purpose, administration, learning resources,

14 January 2013 | Fleet Equipment

budget and student services, and you have the formula to produce highcaliber graduates adequately prepared to enter the workforce or pursue additional training at a postsecondary training program. This is where industry involvement enters.

Since quality training is necessary to meet the ever-increasing need for technicians, industry involvement is vital on a national, as well as local level. What can you do to participate in the educational process on a local level? First, get involved with local technical training programs. Your tax dollars fund secondary (high school) and some post-secondary programs.

You have the right to insist that students acquire the right skills you need in your business. Your voice can be heard in a number of ways.

Participate in job fairs held by local schools. Explain the various career opportunities available. Become a member of your school’s advisory committee so you have direct input on the program. NATEF-accredited programs are required to have an active advisory committee that gives feedback on curriculum, instruction and so on. Attend school board meetings so decision makers know that you need to hire their graduates and have a vested interest in doing so. Insist that the program meet the national standards and become ASE certified. Think about it—how would a school know what kind of product to make (the students) if the industry (the employers) that need the product don’t speak up?

You also can participate by allowing your technicians to be a member of an on-site evaluation team, necessary for ASE program certification. Finally, make a commitment to the future by offering co-op or apprenticeship opportunities in your shop for students.

The schools desperately need your commitment. /

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Tires & Wheels

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aximizing vehicle fuel economy continues to be the hot button issue for just about every line-haul and regional fleet when it comes to deciding which tires to run on steer, drive and trailer positions. Of course, maximizing tire removal miles also is a consideration when choosing your tire make/model, but any return on investment analysis is clearly in favor of tires that generate lower rolling resistance and improved fuel economy versus a tire mileage improvement alone.

Let’s use 6 MPG as the current average for a fleet with 100 tractors and trailers. Even a 3% improvement in MPG by spec’ing fuel-efficient tires will far outweigh any loss in tire removal miles. A 3% MPG increase from 6 equates to 6.2 MPG. It sure does not sound like very much, however, that 100-truck fleet, which is currently paying $4 per gallon and travels 100,000 miles a year per vehicle, would use 16,667 gal. of fuel per truck at an annual cost of $66,667.

The 3% increase in fuel economy by spec’ing fuel-efficient tires would consume only 16,129 gal. of fuel for a total of $64,516. That is an annual fuel savings of $2,151 per truck per year. A 100-truck fleet will save $215,000.

The EPA SmartWay program promotes the use of fuel-efficient new tires and retreads and is an excellent source for finding who manufacturers these fuel-efficient tires. There currently are over 100 fuel-efficient tire makes/models listed on the SmartWay website (www.epa.gov/smartway).

To make this verified list, the specific fuel-efficient tire must show at least a

16 January 2013 | Fleet Equipment

Maximizing fuel economy with fleet tires

BY AL COHN | CONTRIBUTING EDITOR

3% improvement in fuel efficiency versus the SmartWay baseline tire.

Just because you begin spec’ing fuel-efficient tires at your fleet does not guarantee you will see this 3% or more increase in fuel economy. You will need to keep your tires running at the proper tire inflation (based on your speed and load) and your vehicle must be properly aligned.

Running your fuel-efficient tires underinflated will increase the tire footprint (amount of rubber on the road)

Maintenance Council (TMC) published a new Recommended Practice on Trailer Alignment (RP 708B) in April 2012, which is an excellent stepby-step guide on how to perform a trailer alignment.

There are two specific tread conditions associated with trailer tires that will indicate the trailer is probably out of alignment: one-sided wear and fast or rapid shoulder wear on one shoulder. One-sided wear can be described as fast wear on one shoulder;

The 3% increase in fuel economy by spec’ing fuel-efficient tires would consume only 16,129 gal. of fuel for a total of $64,516...

A 100-truck fleet will save $215,000. and increase your rolling resistance.

If vehicles are not driving down the highway in a straight line because the tractor and/or trailer is misaligned, the tires will scrub and irregular tire wear will develop. If that tread suffers from irregular wear issues—shoulder cupping, heel/toe wear, fast shoulder wear, etc.—you will see a decrease in fuel efficiency. Keeping those trailers in proper alignment has a big influence on fuel economy. Very few fleets are checking trailers for alignment, even though trailer alignment equipment requires only a minimal investment.

It is relatively quick and easy to check your trailers to determine if they are misaligned. The Technology

the fast wear continues along each rib in a decreasing manner as you go across the tread surface.

Fast shoulder wear is simply one shoulder (it could be inside or outside) that has a rapid wear condition compared to the remaining tire ribs.

Technicians and your drivers need to be trained to identify tread wear patterns that are typically caused by misaligned tractors and trailers. This is the best early warning system to notify maintenance that you need to get the vehicle back in alignment to ensure that fuel economy is not being adversely affected. Of course, tire removal miles will also improve considerably if you are driving down the highway in a straight line. /

Timely Tips

Jump start cautions for starters and alternators

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ith the onset of cold weather, it is even more important to protect starters and alternators. The Technology and Maintenance Council has provided the following advice for fleets: Impact on starters from jump starts: Repeated attempts to start a vehicle using batteries with a low state-ofcharge can damage a starter motor. Insufficient voltage and current at the solenoid terminals [switch (50) or S-terminal and the switch (30) or battery post] also can cause starter damage or failure. Prolonged and/or continuous cranking at low levels can cause slow cranking that generates heat and damages internal components. As a rule of thumb, no starter should be cranked for more than 30 seconds, and the operator should wait at least two minutes before attempting another crank. Jump

Impact on alternators from jump

points for clamps when jump starting a vehicle. Although these cables typically go directly to the starter, the circuits are designed to handle lower charging current levels, not high cranking current levels. This increased current load can cause excessive voltage drop (reduced cranking speed), or if the circuit is fused, could trip the fuse, resulting in an open circuit. As a result, the batteries could not be charged.

starts: The alternator’s design makes it fairly impervious to negative effects from jump starting. However, the alternator can sustain instant damage if the polarity of the clamp connections is mistakenly reversed. The diode trio and the diodes in the bridge are not designed to handle voltage and current delivered in the reverse direction.

The alternator’s output terminal and ground are not good connection

Training for vehicles equipped with gear-reduction starter motors: In the past, drivers started a vehicle by turning a key, which activated a small relay; this, providing power to the starter solenoid. However, starting sequences on today’s trucks are more complicated so fleets must educate drivers to re-think the starting process to avoid costly damage and breakdowns. /

starting at voltage levels higher than the system voltage of the vehicle being started also can cause issues. Increased voltage will result in increased armature acceleration, excessive torque on the ring gear and pinion and other damage. This also can cause thermal loading of the current carrying components of the starter.

Rapid Response: 800-930-7204 ext. 46017 www.FleetEquipmentMag.com 17

IndustryNews FTR reports preliminary Class 8 orders for December marginally higher than November FTR Associates has released preliminary data showing December Class 8 truck net orders at 20,836 units, just 6% higher than November and a 30% drop from the same month a year ago. While orders were low historically for December, those received in the last three months of 2012 were well above the prior

six months. Preliminary order numbers are for all major North American OEMs. Eric Starks, president of FTR commented “December orders were disappointing and were at the low end of expectations. This confirms our forecast for a weaker start to 2013. It is possible that fleets have been sitting on the side-

President Obama visits Detroit Diesel headquarters

In a visit to Detroit Diesel earlier this week, President Barack Obama announced that the company's Detroit DT12 automated manual transmission and the new Detroit DD15 proprietary asymmetric turbocharger will be produced at the Detroit brand manufacturing headquarters in Redford, Mich.

The addition of the Detroit DT12 automated manual transmission and DD15 proprietary asymmetric turbo to the full line of Detroit brand engines and axles at the facility represents a capital investment of $120 million and will result in the addition of 115 direct jobs to UAW 163, which represents the Detroit brand axle and engine production workers.

“The UAW Local 163 offered operational and production flexibility that enabled the decision for the DT12 and new DD15 proprietary asymmetric turbocharger production to be placed at the Detroit brand headquarters in Redford, Mich.,” said Martin Daum, president and CEO of Daimler Trucks North America. “Additionally, the state of Michigan and Redford Township provided economic incentives, a manufacturing-friendly business environment, and a large talent pool of manufacturing workers and engineers further driving the decision.”

Detroit's integrated powertrain – which includes Detroit Engines, Detroit Axles and the new Detroit DT12 Transmission – is part of Daimler Trucks’ Global Excellence Strategy to have uniform production standards and processes worldwide, resulting in the most efficient, highest quality and lowest cost of ownership products in the industry.

18 January 2013 | Fleet Equipment

lines waiting for a resolution to the fiscal cliff. If so, we would expect to see some better numbers in January.”

Final data for December will be available from FTR later in the month as part of its North American Commercial Truck & Trailer Outlook service. Contact FTR Associates at ftr@ftrassociates.com or 1888-988-1699 ext 1 for more details.

New ATRI research analysis evaluates CSA impacts The American Transportation Research Institute (ATRI) has released an analysis evaluating operational impacts on business and carrier supply chains that have occurred since the full rollout of the Federal Motor Carrier Safety Administration’s Compliance, Safety Accountability program in December 2010.

ATRI’s latest CSA report examines two year’s worth of data collection from motor carriers, commercial drivers, freight shippers and motor carrier safety enforcement personnel and provides the first comprehensive look at industry impacts including driver wages, freight pricing, changes in driver hiring, training and education and safety improvements. The data also evaluates industry perceptions and knowledge of critical CSA program components.

Previous research from ATRI released this past fall focused on the relationship between CSA scores and crash risk. This industry impact study provides further insight into the impact of CSA on industry operations. A copy of this report is available from ATRI at www.atri-online.org.

Mack, Volvo receive Greenhouse Gas Certificates Mack Trucks said its full lineup of model year 2014 trucks and tractors is now certified by the U.S. Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) in accordance with 2014 fuel efficiency and greenhouse gas (GHG) regulations. Volvo

ing Volvo core value, and we will continue to work with EPA and NHTSA to deliver on the important goals of these regulations.”

Mitsubishi Fuso offers 1.4% APR financing, 90-day delayed payment sales event Trucks also announced all its model year 2014 Volvo vehicles have been awarded certificates of conformance under the first-ever greenhouse gas regulations for heavy trucks.

“Certification of Mack’s entire vehicle portfolio reflects our continued commitment to fuel efficiency, environmental stewardship, and the country’s long-term energy security,” said John Walsh, Mack vice president of marketing.

“Volvo is committed to leadership in fuel efficiency, and to reducing the carbon footprint of our operations and products,” said Göran Nyberg, president of Volvo Trucks North American sales and marketing. “Environmental care is a longstand-

Mitsubishi Fuso Truck of America, Inc. has announced its Right Now! sales event, featuring 1.4% APR financing for 36 months on all new 2012–2014 Canter FE Series medium-duty commercial trucks old in the U.S. – plus the option to delay the first payment for up to 90 days. For those who don’t qualify for the lowest rate, a number of other financing and leasing options are available.

According to Mike Rumsey, Mitsubishi Fuso vice president, sales operations, “Nearly every business sector is now showing positive growth, and we want to give our customers as much assistance as we can to take advantage of the growth potential in their own businesses. Our Canters already offer proven better fuel economy, longer service intervals and a

better warranty than comparable competitive trucks. This very attractive finance rate makes it even easier for FUSO buyers to enjoy lower cost of ownership for their business transportation needs.”

Financing is underwritten by Hitachi Capital America or by Daimler Truck Financial, with a number of financing options available. The Right Now! sales event ends at midnight on March 31, 2013. For details, visit www.mitfuso.com/en-US/Promotions or your nearest Mitsubishi Fuso dealer.

Navistar ships ProStar+ units with Cummins ISX15 Navistar International Corp. announced it is shipping to customers its first 300 International ProStar+ Class 8 on-highway tractors equipped with the Cummins ISX15, achieving another important milestone in the launch of the company’s SCRbased clean engine technology.

“Reaching its ‘OK-to-Ship’ milestone on December 14 – five days ahead of schedule – demonstrates the tremendous progress we’re making in delivering our

Rapid Response: 800-930-7204 ext. 46019 www.FleetEquipmentMag.com 19

IndustryNews first SCR-based Class 8 trucks to the marketplace,” said Troy Clarke, Navistar president and chief operating officer. “Working collaboratively and fully integrated with our Cummins colleagues, the team has beat an aggressive launch timeline while ensuring the highest levels of quality.”

According to the truck maker, the International ProStar+ with MaxxForce 13 and Cummins Emission Solutions SCRbased aftertreatment system is on-track for initial pilot production in March 2013 with regular production to begin in April 2013. The remaining lineup of heavy-duty truck models will transition to SCR-based clean engine technology in a phased launch throughout 2013 based on volume and customer demand.

Ottawa gasoline-powered terminal tractor certified by CARB

Rapid Response: 800-930-7204 ext. 46020

Ottawa Trucks announced it has received notice from the California Air Resources Board (CARB) that its gasoline-powered model meets California emissions standards and has been ap-

proved for sale in that state. A Ford 6.8L 3-Valve V10 gasoline engine powers the Ottawa gasoline-powered terminal tractor.

“The Ottawa terminal tractor is the only terminal tractor that is CARB certified for a gasoline engine,” said David Wood, Ottawa Trucks’ director of terminal tractors in North America. “Because it utilizes standard unleaded 87 octane fuel and has an automotive type catalytic convertor exhaust system, emissions are extremely low. This is especially important in Cali-

fornia and other markets where terminal tractors are often used in areas where strict regulations limit the use of traditional diesel-powered units.”

The V10 gasoline-powered tractor offers a low-cost, fully EPA/DOT certified alternative compared to today's diesel-powered EPA/DOT tractors, Wood said, adding that in some applications, when compared to a comparably equipped diesel-powered terminal tractor, the gasoline-powered version takes less time to reach top speeds and has higher maximum speeds in both third and fourth gears.

According to the company, the Ford 6.8L 3-Valve V10 engine generates 240 HP and 450 ft.-lb. of torque at 2,800 RPM. It's coupled with an Allison 3000 RDS transmission and a Meritor RS-24-160 rear axle with 7.17:1 ratio. All axle ratio options are available.

The gasoline powertrain set-up is available with both Ottawa 4X2 Off-Road and 4X2 DOT/EPA terminal tractors. Special features include a vertical exhaust system with catalytic muffler, J1939 diagnostic connections under the dash, 50-gal. step-type fuel tank mounted on driver's side; Ford starter and 175-amp alternator and Ford flat panel type air cleaner. Two batteries are standard.

Kenworth offers engine protection plans Kenworth Truck Co. said it is now offering Extended Protection Plans for 2013 PACCAR PX-7 and PX-9 engines. The extended warranty protection plans each offer 20 different duration and mileage combinations. In addition, there are nine engine aftertreatment coverage options available in conjunction with Protection Plan 1. Overall, extended warranty cover20 January 2013 | Fleet Equipment

IndustryNews age under the new plans ranges from three to seven years and from 100,000 to 300,000 miles.

The PACCAR PX-7 engine is available for Kenworth’s medium-duty T170, T270 and T370 models in ratings of 200 to 325 HP and up to 750 lb./ft of torque and for the Kenworth K270 and K370 cabovers in ratings of 220 HP/520 lb./ft, 240 HP/560 lb./ft and 250 HP /660 lb./ft.

The PACCAR PX-9 engine is available for Kenworth medium- and heavy-duty models T270, T370, T440, T470 and W900S in ratings from 260 to 380 HP and up to 1,250 lb./ft of torque. /

People

Rapid Response: 800-930-7204 ext. 46021

Betts Spring Co. has hired Eddie Cadena as marketing coordinator.

Compli has appointed Jason Porter to the role of vice president of sales and marketing.

Eaton Corp. recently announced that Staci L. Kroon has been named president – automotive, North America Division.

Fontaine Heavy-Haul has hired Jeff Conner as director of sales.

Freightliner Custom Chassis Corp.

(FCCC) has named Anthony Sippel its director of sales and marketing.

GE Capital Fleet Services has named Kristi Webb as president and CEO Horton, Inc. has hired John Getter as vice president of manufacturing.

Wheeling-based Penray, a leading supplier of cooling system treatments, fuel treatments, and shop chemicals announces Gilbert Riley to the Penray Marketing team as their new Product Manager.

Kinedyne Corp. announced the promotion of Paul Wolford to the position of vice president of sales and marketing.

Polar Tank Trailer said it has hired Jim Bach as director of materials.

Göran Nyberg named president of Volvo Trucks North American sales & marketing.

Yokohama Tire Corp. announced the promotion of Takayuki Hamaya to YTC chief operating officer.

www.FleetEquipmentMag.com 21

IT For Asset Management How fleets are leveraging information technology to streamline the business process and increase efficiencies

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Automating HOS W

ith the new driver Hours-of-Service (HOS) regulations final rule now in effect, and a pending compliance date for selected provisions set for next July, carriers are increasingly interested in technologies that automate driver logs and streamline data management for HOS compliance.

Blue Tree Systems, for example, says its R:COM fleet management system makes it easy to seamlessly comply with the latest driver hours rules. The R:COM solution displays an HOS compliance report that details all duty status changes.

In addition, R:COM alerts the driver if a violation is imminent and provides reports to monitor driver working hours and check for noncompliance, information fleet managers can use to intervene when necessary.

R:COM ensures that drivers input their current duty status and displays remaining drive time/on-duty time. Connected to the vehicle’s electronic systems, the system automatically changes duty status to “driving” when the vehicle is moving. The solution also allows the driver to show up-to-date logbook into law enforcement Using on-board formation officers from inside or outside and in-house the cab. solutions can PeopleNet eDriver Logs also available to compliance streamline are officers on an in-cab device.

Hours-of-Service The system automates HOS data management by calculating driving hours a combination of GPS and enhance through location and engine informaproductivity tion. This real-time access to driving hours information gives fleet managers the ability to more easily manage compliance with regulations.

With eDriver Logs, PeopleNet says its customers perform 58.4% better than the national average across three major safety indices and experience 66.7% fewer driver out of service events, in part because the system indicates on-duty/offduty/sleeper berth/driving status on an up-to-date basis.

Drivers of vehicles equipped with Blue Tree Systems’ R:COM Fleet Management System can

22 January 2013 | Fleet Equipment

also take advantage of the supplier’s HOS Advisor offering to make the best possible decisions to optimize available driving hours. The HOS Advisor tool keeps drivers informed of “Drive Time Remaining” and scenarios that help decide how to best use available hours without performing complex HOS calculations.

“Drivers can use the HOS Advisor tool at any time and it will advise them on ‘Drive Time Remaining’ and the options available to maximize their driving hours,” said Charlie Cahill, CEO of Blue Tree. “Being able to instantly see a list of scenarios advising, ‘If you select duty state ‘X’ for duration ‘Y,’ then this will happen,’ really helps drivers decide how to best use their hours. It’s like having an HOS expert riding in the passenger seat helping make the appropriate decisions to best optimize your working day.”

HOS Advisor is available to drivers at all times. As soon as a driver logs onto the system, the previous seven days of logs are automatically downloaded to the truck and a summary of the current driver status and the remaining time available is presented. The system displays a driver’s hours as a graph or a table. In graph format, the data presentation is similar to that of the paper logbook.

The ability to more easily manage HOS regulation compliance also can mean more efficient route planning. Resource Manager from Paragon Software Systems helps fleets manage driver availability by linking driver shifts, historical hours information and legal requirements to routing and scheduling solutions. Using Resource Manager, fleet managers can determine future availability of drivers, set up driver shift patterns and calculate delivery schedules that match that availability.

Paragon Territory Optimizer also can be used to manage distribution operations based on driver availability and other factors. In looking for a comprehensive planning and scheduling software solution for more than 900 distribution points and one million customers across the U.S., packaged gas distribution company Airgas Inc. purchased Paragon Territory Optimizer to help maximize resource utilization by establishing balanced territories that take into account daily workloads. Initial reports from Airgas indicate that the solution is proving highly effective, Paragon said.

Other carriers also report that automated Hours-of-Service data management capabilities are not only receiving high marks from drivers, but also are paying dividends in administrative labor savings, improvements to productivity and vehicle utilization, and enhancements to driver retention efforts. /

IT Report Information technology industry news

BY CAROL BIRKLAND | EDITOR-IN-CHIEF

Putting the brakes on CSA violations A

liance’s (CVSA) Brake Safety Week which was held a few months ago, it was reported that the number of outof-service violations rose for the second year, with at least one in seven vehicles failing inspection. Additionally, 3,248 trucks were placed out of service for brake-related violations, which is 15.3% of the 21,255 trucks inspected. Based on customer data, Qualcomm estimates one out-of-service truck decreases revenue by more than $600 per day, clearly illustrating that non-operational assets directly and negatively impact a fleet’s bottom line.

In a related Brake Safety Week announcement, CVSA and the Federal Motor Carrier Safety Administration said, “Brakes were cited as an associated factor in nearly three of ten CMV crashes.” Stephen A. Keppler, executive director of CVSA, added, “Commercial vehicles with OOS violations are considered imminent hazards to highway safety.”

By proactively monitoring truck and trailer brake health, managers can establish safe and efficient fleet operations. Fleets that leverage applications to track and complete preventative maintenance report reduced brake-related violations.

Fleets that implement a more proactive asset management approach through the use of new vehicle maintenance, inspection and critical event reporting applications will be better able to prevent out-ofservice violations and ensure the health of their fleets – ultimately leading to increased revenue, Kahn concludes. /

Rapid Response: 800-930-7204 ext. 46023

ccording to Adam Kahn, director of marketing at Qualcomm Enterprise Services, “When managing a fleet’s assets, supervisors must be able to answer three critical questions: Where’s my equipment? Is it road-worthy? And, is it ready to go?”

Fleet managers who have incorporated real-time visibility into their equipment operations can better utilize assets in order to minimize downtime and enhance operational efficiency overall. Technology plays a key role in collecting business-critical information that informs managers of exactly how many pieces of equipment they have at their disposal, where the assets are located and the respective maintenance history.

GPS and other mobile solutions, like trailer tracking platforms, make it easier than ever to locate and maximize the fleet trailer pool. However, nextgeneration mobile fleet management technologies take fleets beyond basic tracking information to proactively managing the health of their equipment – ensuring vehicles stay on the road through inspection, monitoring and maintenance.

Advanced vehicle maintenance and inspection report (VIR) applications now help fleets monitor the condition of their vehicles and trailers in near real-time to prevent expensive breakdowns. VIR applications also help fleets avoid costly out-of-service violations, which are more crucial than ever since these types of failures negatively impact CSA maintenance scores.

Kahn goes on to note that during the Commercial Vehicle Safety Al-

www.FleetEquipmentMag.com 23

Refrigerated TRUCKING Intelligent solutions reduce fuel consumption A ccording to Martin Duffy, vice president of sales and market development for Thermo King, “The volatility of diesel fuel prices over the last decade is a harsh reminder that refrigerated fleet operators cannot impact the price at the pump. What they can do is take advantage of new technologies and practices to reduce their fleets’ fuel consumption and mitigate the impact of rising per-gallon prices and improve their bottom-line performance.”

With the U.S. Energy Information Administration (EIA) projecting that diesel prices will continue to rise 1.6% per year through 2035, operators that move quickly to implement fuel-saving strategies will accrue the greatest benefit over time.

More efficient than ever Refrigerated trucks and trailers have become more energy-efficient over the last decade because of improvements in design, insulation and, most importantly, refrigeration and control technology. Today’s transportation refrigeration units (TRUs) use less fuel than earlier generations of equipment.

In fact, testing by Thermo King, a manufacturer of temperature control systems for a variety of mobile applications and a brand of Ingersoll Rand, shows that its most advanced TRUs are 10% to 30% more fuel-efficient than many earlier models, Duffy notes.

Advanced controls also have been a major contributor to fuel economy.

Automated control systems enable refrigerated fleet operators to reliably maintain the optimum temperature for any given load. The system is able to automatically cycle the TRU through various operational

24 January 2013 | Fleet Equipment

modes to maintain the desired temperature, reducing fuel consumption by as much as 80%.

Fuel-saving innovations do not stop there. New smart solutions give refrigerated fleet operators the opportunity to squeeze even more fuel economy from their TRUs. The availability of data and sophisticated analytical and modeling tools give fleet operators and their customers the ability to determine the optimal setpoint and control parameters for each load. In its research, Thermo King found that increasing the setpoint by just 1 degree Fahrenheit can yield as much as a 2% improvement in TRU fuel efficiency.

These modeling tools take into account such variables as box size and insulation rating, load type and size, door openings, setpoint, restart temperature, operating mode and ambient temperature to enable operators and their customers to choose the optimum control parameters for a particular load.

New capabilities let operators and shippers ask, “What if?”

They also provide a highly accurate view of how changes in operating variables can impact TRU performance.

The ability to do “what if?” modeling using multiple variables gives shippers and operators the information they need to have productive discussions and make sound, data-supported decisions to improve efficiency and reduce fuel costs, without sacrificing the safety and freshness of the cargo being transported.

Take the case of a load shipped at -10 degrees in a 53-ft. trailer with 150 heat resistance (UA) rating on an 80degree day. If the shipper agrees to

consider minor changes to achieve greater fuel economy, moving the setpoint from -10 to -5 degrees would result in an almost 10% reduction in fuel consumption. On the other hand, if the shipper specified a -15 degree setpoint in the belief that the load would be safer, more fuel would be consumed without necessarily creating any additional customer value.

Adjusting the restart temperature also can reduce fuel consumption.

Using the same load as in the previous example with the setpoint at -10 degrees, moving the restart temperature from 5 degrees to 9 degrees would deliver an additional 10% fuel savings.

Modeling tools can be used to show the effect of making changes to several operational parameters simultaneously. For instance, in this example, if the shipper agrees to change the setpoint temperature to -7 degrees and the restart temperature to 7 degrees, a 10% fuel savings can be achieved from the base condition of -10 degree setpoint and 5 degree restart, Duffy adds.

Better data, better performance Refrigerated fleet operators are constantly looking for ways to improve operations, reduce costs and leave a smaller environmental footprint while still meeting the ever-increasing demands of their customers and consumers.

Technology advances, sophisticated modeling software and analytics, and access to data have enabled a more intelligent, information-driven approach to choosing the optimal operating parameters for any given load, reducing fuel consumption and keeping TRUs running efficiently. /

Rapid Response: 800-930-7204 ext. 46025

Equipment Management

BY TOM GELINAS | EDITORIAL DIRECTOR

NG: a fuel to consider W

hen compared to diesel or gasoline as a fuel for commercial vehicles, natural gas is cleaner burning, is domestically produced, is here for the long term and can save you money. Liquified or compressed natural gas (LNG or CNG) emits up to 30% less greenhouse gas than gasoline or diesel vehicles as well as substantially less NOx and particulate matter. According to Greg Roche, vice president of national accounts and infrastructure at Clean Energy, 98% of the natural gas used in North America is produced in North America, and we have known reserves for more than a century of production and use.

Scott Perry, vice president of supply management for Ryder System, Inc., said, “When used in the proper application, there are definite economic

26 January 2013 | Fleet Equipment

benefits available if you compare the price of natural gas to that of diesel.

From the environmental standpoint, there are emissions benefits that are equal to or better than the best clean diesel on the highways today. Natural gas vehicles are head and shoulders above diesel when you compare their emissions with those of diesel engines.”

The real question is not if natural gas should be used as a fuel but whether a fleet has an operation in which it is likely to have the fuel, either LNG or CNG, available when a fill is needed.

The application in which the vehicle is put is also very important. Like any fuel saving technology, natural gas provides the most bottom line savings for high mileage vehicles. Perry said, “That’s where we’re seeing some of

the high utilization tractors, which offer a savings based on the differential in the cost of fuel. When we look at some of the lower utilization vehicles, for example in straight trucks in P&D operations, aside from any subsidy or grant, it’s more challenging to reach a break even.”

Fueling infrastructure The infrastructure for fueling is extremely important. Our nation’s ability to deliver diesel is clearly mature with filling stations everywhere throughout the country. This is certainly not the case for natural gas; however, as a vehicle fuel, it is becoming more available.

According to Clean Energy, the largest provider of natural gas fuel for transportation in North America, there

are more than 1,100 NGV fueling stations in the U.S., with about half of them being open to the public. California has the nation's most extensive natural gas fueling infrastructure now in place, but Clean Energy is currently building “America's Natural Gas Highway,” a network of LNG truck fueling stations at strategic locations along major trucking corridors and in major metropolitan areas. Many of the stations will be located at Pilot–Flying J Travel Centers already serving truckers across the country. The first phase includes the completion of 150 fueling stations by the end of this year.

A substantial portion of these facilities will provide only LNG because they will be located on the Interstate Highway system and are intended to serve over-the-road operators. Clean Energy’s Roche said, “Natural gas is less expensive for use in all trucks using 25,000 gallons of diesel fuel per year or more.” That means LNG, compared to CNG, is the most reasonable choice for long haul operators since more fuel can be stored onboard in liquid form than gaseous. Ryder’s Perry said, “Where we see a maturing infrastructure with fuel available in multiple locations along the way is where we see trucks being utilized to take advantage of the savings offered by using natural gas.”

However, that does not mean that savings are not available to operators with P&D and short haul operations because new sources of natural gas, usually compressed natural gas, are opening regularly. Perry said, “There is definitely a development of a retail fueling infrastructure. Depending upon the market, it varies widely as to who is

equivalent” fuel consumption. One needs to understand that the lower efficiency of a spark ignition engine, however, will also result in a further degradation of fuel economy of a natural gas engine compared to a diesel.

With everything else being equal, you can expect a decrease of eight to ten percent in fuel economy using natural

Natural gas fueled trucks are available to serve virtually all medium- and heavy-duty market segments.

supplying fuel. For example, some of the gas producers themselves have elected to enter into the market and have developed public access fueling stations. There are a number of municipalities, which have built refueling stations for their own fleets, that have decided to open up their fueling infrastructure for commercial access. There are also other organizations, like ourselves, that are building fueling facilities to complement the vast diesel fueling infrastructure we already have

gas in a dedicated commercial vehicle.

According to Brian Powers, vice president of Operations at Clean Power, CNG-fueled over-the-road vehicles are being promoted by some suppliers as having a range of over 700 miles, but is not a figure that you should plan on.

Realistic limits based on temperature and pressure result in up to 30 percent less fuel being loaded into trucks during fills than theoretical numbers. This physical reality results in a range of just over 500 miles as what one should re-

If you’re lucky enough to have an operation for which you can readily fuel with natural gas (NG), you have a real opportunity to save money in place. There are 20 to 25 commercially viable stations opening up every month across the country, and while it’s good progress, we still need several thousand commercially viable stations to open up.”

Natural gas as a fuel

Natural Gas Highway Clean Energy Fuels is currently building America’s Natural Gas Highway, which will deliver LNG to commercial vehicles across the country.

To measure the fuel economy offered by any NCV a conversion needs to be made. Such a calculation is normally based on a BTU content comparison of the gas versus diesel fuel. This results in a figure for “diesel gallon

ally plan on. This is what makes LNG Clean Power’s choice for the over-theroad fuel on which it is basing its development of America’s Natural Gas Highway.

Ryder’s Perry is even less generous.

He said, “A vehicle with a common configuration for compressed natural gas fuel storage on board the vehicle will generally be able to store approximately 75 diesel gallon equivalents of natural gas fuel. This results in a range of approximately 300 to 350 miles per fill of natural gas.” He does offer some

www.FleetEquipmentMag.com 27

Equipment Management hope saying, “We are, however, seeing a lot of development in the ability of storing more fuel on board.”

Incentives While there are no financial incentives spurring the use of natural gas as a commercial fuel, there are several states that have active programs in place that offer incentives. Of course, California has been very active in that space and continues to bring forward programs that provide incentives or grants for the deployment of natural gas vehicles. Others include Louisiana and West Virginia, which have state tax credits in place currently.

A year ago, President Obama called for the adoption of new tax incentives to help companies buy more clean natural gas trucks. He also encouraged transit fleets to purchase natural gas buses and called for the federal fleet to use its purchasing power to help lead

produced and offers a savings of over a dollar when compared to either gasoline or diesel.

Now the bad news. Even without all the exhaust aftertreatment, natural gas fueled trucks still cost more, substantially more, than comparable trucks with diesel engines. Ryder’s Perry said, “We have introduced vehicles into our inventory that, aside from any subsidy or grant, have a price point 40 to 50 percent higher than an equivalent diesel-powered vehicle.” Such a situation would appear to make pay back a tough nut to crack, but, as we shall see, not an impossible one.

While there are other manufacturers working to deliver new natural gas engines to the marketplace, essentially all of the dedicated natural gas fueled medium- and heavy-duty trucks and busses currently on our nation’s highways are powered

We are seeing a lot of development in the ability of storing more fuel on board. —Perry the way. He said then that his administration would launch a new competition to encourage the country’s scientists, engineers and entrepreneurs to discover new breakthroughs for natural gas vehicles.

In response to the White House announcement, Rich Kolodziej, president of NGVAmerica, said, “Accelerating the use of natural gas vehicles will help this country become more energy independent, lower its transportation costs and provide a much needed boost to the economy because of the abundant domestic supply that exists right here in the U.S.”

The equipment On this topic, of course, there’s both good news and bad news. First the good news. Because natural gas burns so clean, all of the exhaust after-treatment that was added in 2007 and 2010 is not required for these engines – no particulate filters, no SCR systems.

And remember, the fuel is domestically 28 January 2013 | Fleet Equipment

by Cummins Westport engines. This joint venture was formed over a decade ago by Cummins and Westport Innovations. We all know Cummins, but Westport’s name is not as well known. This company develops technologies that allow engines to operate on clean-burning fuels such as natural gas, hydrogen and hydrogen-enriched natural gas. The joint venture delivered its first natural gas heavy-duty engine in 1991 and has continued to develop natural gas technology producing engines meeting enhanced emissions standards in advance of regulated deadlines.

There is another avenue to take advantage of the low cost of natural gas as a fuel. Instead of purchasing an NGV with a dedicated gas engine, it might be possible to convert one of your existing trucks to run on a combination of diesel and natural gas. EcoDual, for example, provides conversion systems for heavy-duty diesel trucks to operate with up to 85

percent natural gas. The company claims that its conversion system offers a pay back in less that 12 months of typical usage. Its latest technology is authorized by the US EPA for conversion of trucks with 2004 to 2009 Cummins ISX and ISM engines and is currently available. Other applications are soon to follow.

Perry indicated that his company is currently evaluating conversion kits and if they prove to be reliable might make them available on vehicles it leases. He said, “We may find them to be a viable bridge for organizations that want to adopt natural gas but don’t have the appetite to spend the amount necessary to purchase dedicated NGV vehicles.”

Short haul savings Long haul is not the only application NGVs offer savings. Natural gas is a commonly used fuel by refuse, bus and metropolitan fleets. It is also offering savings in other commercial applications. Ruan, for example, which was recently honored with a SmartWay Excellence Award, operates one of the largest CNG fleets in the country hauling dairy products in Indiana. The use of CNG in this operation will eliminate as many as 1.8 million gallons of diesel

This beverage distributor has been able to track savings due to its move to NGVs from the first day it put them into its fleet.

fuel each year.

Tucson, Arizona-based Golden Eagle Distributors is another fleet saving money with NGVs. The company converted its Tucson fleet of 24 distribution trucks to natural gas to address its

Grande, where it has already started to convert to natural gas, all run 100 miles or less per day.

With that as background, it’s nice to hear Osteen say, “We’ve been saving money on these vehicles right from the beginning. The trucks cost is about 20 percent more for the lease, but we’re saving close to 50 percent on fuel. Right from the very beginning they’ve been beneficial cost-wise. There are other savings

available, in particular for the licensing. We also expect the maintenance over time to be less than what we pay for diesel fueled vehicles.”

It’s time to look for a natural gas fueling station near you that’s set up for servicing commercial vehicles.

Your local gas utility will be able to help you. If you’re lucky enough to find one, consider trying an NGV to see if it offers you the savings it does many other operations. /

Rapid Response: 800-930-7204 ext. 46029

steadily rising fuel bills. We’ll let Bill Osteen, the company’s senior vice president of Business Operations tell his story. “It was about three years ago that I was at a conference in Tampa and saw a presentation on running trucks on straight vegetable oil. We did some exploration with Ryder on that possibility but determined that it did not offer a solution for our problems. We did however begin to look at other options--CNG, LNG and propane as well as hybrids.

“As a result we started working in earnest with Ryder to look at CNG. We came to terms with them on trucks that made business sense for us. By leasing the vehicles as opposed to using our dollars upfront, we were able to put together a situation that would be cost beneficial for us from the very beginning. It made the decision a lot easier.”

Most of the company’s fleet is comprised of Freightliner M2s powered

by Cummins Westport 9L engines pulling 28-ft delivery trailers. It also runs a number of 48-ft trailers. Most of its routes are in the 50- to 100mile range although it does have some trucks that run longer distances in other parts of the state. Its delivery fleets in Tucson and Casa

www.FleetEquipmentMag.com 29

Aftermarket Insights

BY DENISE KOETH | MANAGING EDITOR

Coolant Today’s coolants meet the increased demands of modern engines

30 January 2013 | Fleet Equipment

options W

hile the fundamental duty of engine coolants has not changed—they must transfer excess heat and offer freeze and boiling protection, plus corrosion and liner protection—modern coolants must transfer more heat than in the past, largely due to new emissions systems.

Know your coolant colors Shell Lubricants reminds that TMC has established recommended coolant colors for different types of coolants, though the colors are not required and not all manufacturers follow the recommendations.

The colors that are recommended are red for extended life coolant (ELC), purple/pink for fully formulated ethylene glycolbased coolant, blue for fully formulated propylene glycolbased coolant, and green for conventional coolant. Shell said it generally follows the color recommendations; however, yellow is used for its nitrite-free coolant, Shell Rotella Ultra ELC. “While coolant color is a helpful guide, the most important thing to know is the type of coolant you have in your truck and to not mix coolant types,” says Shell’s Stede Granger, OEM technical services manager. “Each type of coolant is different and needs to be maintained in a different way.”

He adds this is particularly important for both conventional fully formulated and ELCs, which can be contaminated if they are diluted with other types of coolants. Mixing of conventional fully formulated coolant and ELC reduces the effectiveness of the corrosion inhibitor in both products and the poorest corrosion inhibitor will dictate the performance.

When considering the energy consumed to power a heavy-duty diesel engine, remember that only about one-third goes to the drivetrain; another 30% is lost as heated exhaust and 7% is radiated from the engine, according to Regis Pellet, director of coolant technical service and development at Old World Industries. The remaining 30% of energy – heat – must be removed by the engine’s coolant and cooling system.

“Without efficient cooling, engine components, seals and gaskets and lubrication will age rapidly, wear down prematurely and fail,” Pellet says. “It is the coolant’s job to keep all engine components operating within the temperature range for which they have been designed. In addition to the coolant’s number one job of heat removal, a coolant also must provide freeze protection for the winter months and corrosion protection of

www.FleetEquipmentMag.com 31

Aftermarket Insights all cooling system components yearround.”

Engine technology has advanced over the past decade to include additional components for emission compliance. Jeff Snyder, industrial brand specialist for Chevron Lubricants, says some of these technologies, such as exhaust gas recirculation (EGR), can add upwards

duty OEMs are increasing power densities using turbochargers, inner coolers, high efficiency aluminum radiators, and multiple cooling system loops to provide the necessary cooling,” explains Stede Granger, OEM technical services manager for Shell Lubricants.

He adds that since these engines and cooling systems contain a significantly

of 30% more heat into the cooling system, thermally stressing the coolant technology.

“With EGR, hot exhaust gases are recycled to the engine’s combustion chamber, diluting the diesel fuel/air mixture and reducing NOx production,” Pellet says. “All the added heat associated with the recycled exhaust must be removed by the coolant through an EGR cooler…Coolants must be thermally stable while still providing excellent corrosion protection under these more demanding conditions.”

“In order to meet fuel economy and emission requirements, heavy-

greater amount of aluminum, it has been observed that nitrite-containing coolants may react with aluminum components, causing unwanted reactions that can damage aluminum components. Shell says its new HD ELC coolants are nitrite-free and provide greater aluminum protection.

“For the emission technology, most OEMs are using a combination of SCR and EGR,” which increases “the additional thermal load on the coolant,” Granger says. “To meet these challenges, Shell’s HD ELC coolants are also formulated with greater oxidation and thermal stability.”

According to Josh Hahn, Cummins

32 January 2013 | Fleet Equipment

Filtration coolants and chemicals business manager, in addition to engine cooling, the engine maker uses coolant to cool EGR coolers, turbochargers, hydrocarbon injectors and DEF doser valves. “Cummins coolant recommendations have evolved over time to reflect changes in diesel engine and coolant technology, environmental regulations and

Rapid Response: 800-930-7204 ext. 46033

Aftermarket Insights customer needs. Since 1995, Cummins has recommended the use of only fully formulated coolants meeting ASTM D6210, TMC RP 329 (ethylene glycol) and RP 330 (propylene glycol) specifications. However, Cummins discovered significant weaknesses in some coolants meeting these ASTM specifications. This led to the development of Cummins Engineering Standard 14603 to ensure coolant used in Cummins engines meets the requirements of all engine components.”

Conventional options Generally speaking, the main types of engine coolants are conventional (inorganic), organic additive technology (OAT), and hybrid.

“Both (conventional and OAT) technologies can provide excellent, proven corrosion protection when used and maintained properly,” advises Old World’s Pellet. He notes that conventional coolants protect against corrosion by coating all surfaces with a protective layer of inorganic oxides, such as silicate or phosphate layers. “This layer works well, but inhibitors are consumed in the process of layer formation, so conventional heavy-duty coolants must be refortified with supplemental coolant additives (SCA) in order to maintain effective corrosion protection over the life of the heavyduty diesel engine.”

Inorganic additives need to be replenished at routine maintenance intervals to ensure proper function and protection, according to Chevron’s Snyder, who says this can be done through either liquid additions or water filters that contain the additives.

Pellet says conventional coolants should typically be replaced entirely after two to three years of use or 200,000 to 300,000 miles.

OAT coolants, conversely, do not rely on protective layering. “OAT inhibitors react only where needed at the sites of potential or incipient corrosion,” Pellet explains. “Thus, inhibitor consumption is greatly reduced so that SCA addition is no longer required. A one-time addition 34 January 2013 | Fleet Equipment

of an extender is sometimes required at half life, typically after 300,000 miles of use, effectively doubling the lifetime of OAT coolants.”

He adds OAT coolants can last for 600,000 to 1 million miles and often are referred to as “extended life coolants.” The reduced maintenance and improved cooling properties are key advantages to OAT coolants and most major engine manufactures offer OAT coolant as a factory fill option.

Extended life technology also offers increased heat transfer capabilities, since the additive technology does not create another barrier layer to heat transfer, notes Chevron’s Snyder.

Hybrid coolants use a mixture of in-

levels of water may be used.”

Most coolants today also offer freeze protection, which is provided by ethylene glycol. “When mixed with water, glycol can lower the coolant freeze point to -30˚ to -50˚ F with the greatest freeze point depression coming at about 60% glycol content,” Pellet explains. “Glycol is not as efficient at heat transfer as water, so some cooling capability is sacrificed to gain freeze protection.”

The third component is comprised of a corrosion inhibitor package.

Corrosion inhibitors must protect all cooling system components, which can include iron, steel, copper, brass and aluminum. “While of great importance, the inhibitor package may comprise only 3% to 5% of the total coolant composition,” Pellet says, adding that coolant also contains minor components such as scale inhibitors, anti-foams, dyes and sometimes bittering agents to reduce chances of accidental ingestion.

Waterless coolant

organic and organic additives to provide buffering, corrosion protection and liner pitting, notes Cummins’ Hahn, who adds that recent advancements in engine and cooling system technology have resulted in more OEMs moving to a full OAT type coolant.

Coolant makeup Because of the first and foremost coolant function – efficient heat transfer – almost all coolants contain 40% to 60% water, which is “the most effective heat transfer agent readily available for this number one job,” says Old World’s Pellet. “Where heat transfer is limiting, even higher

According to Mike Tourville, director of marketing for Evans Cooling Systems, because of newer engine technologies, a coolant that can transfer heat under extreme environments without forming vapor – and hence pressure – or overheating is a preferable choice. Water loses most of its heat transfer abilities when it turns to vapor, creating stress within the cooling system. A waterless coolant, such as Evans, does not form vapor in an engine because of its high boiling point.

“Water-based coolants are pushed to their limits and the demands of an engine are forcing cooling technologies to raise the bar,” he notes.

“One major difference between water-based coolants and Evans waterless coolants is that the bar can safely be raised without worrying about cooling system failure.”

Tourville explains that water’s low boiling point – normally at 212-degrees F, but up to 240- to 250degress in a pressurized system – becomes the failure temperature of the cooling system. Coolants con-

taining 50% water (most coolant is a 50/50 mix with ethylene glycol and water, along with anticorrosive additives) will be much more likely to overheat.

“Evans waterless coolant, by contrast, doesn’t boil until 375-degrees F,” he says. “That separation of the operating temperature and the higher boiling point provides a safe margin without the worry of overheating.”

Because of Evans waterless coolant’s higher boiling point, vapor will not be formed, resulting in less stress on the cooling system. “Normally, a cooling system operates under 15 lbs. of pressure,” Tourville explains. “Evans waterless coolant might normally operate at about 3 lbs. Evans will not prevent leaks, but can make them much less likely to occur with the lower pressure.”

Evans’ higher boiling point enables an engine to take advantage of a temperature range that water-based coolants cannot handle, he says, adding this translates into fuel savings by allowing greater efficiency within the cylinder and enabling a reduction of fan-on time. Typically, a truck converted to Evans will see a fuel economy improvement between 3% and 8%, Tourville notes.

Corrosion and electrolysis also are avoided through the absence of water. Evans waterless coolant essentially eliminates cavitation erosion of the cylinder liner, ultimately reducing maintenance costs. According to Tourville, a John Deere Cavitation test performed at Southwest Research Institute demonstrated that Evans performed 70% better than the next best-tested coolant to avoid cavitation erosion.

Fleet considerations As with many products and technologies, it is important to look at lifecycle cost, rather than up-front price, when considering engine coolant technology. OAT coolants provide a longer life compared to both conventional and hybrid coolants, but typically come with the highest price tag. This should be

weighed against conventional coolants, which offer a lower upfront price but require routine testing and the application of SCA, adding to the total cost.

Cummins’ Hahn says fleets should pay attention to the manufacturer’s recommended maintenance requirements for the addition of additive boosters and take care not to mix different coolants. “If they are using long life coolants, fleets should be aware that SCA should not be added to the coolant, nor should they use any SCA pre-charged coolant filters,” Hahn explains. “Also, as more OEMs ship to customers new equip-

ways. Either technology can accept up to 20% to 25% dilution from the other and still provide protection.

Corrective action should be taken to maintain the integrity of the cooling system around the desired coolant technology…always follow OEM recommended practices.”

Shell’s Granger advises fleets to determine what type of coolant is in the truck at the time of purchase, as well as what the OEM recommends. “If you choose something different and change the chemistry, work with the coolant manufacturer to determine the proper way to switch to the new coolant. Work with the truck manufacturer to ensure that the coolant type will not affect the warranty. When mixing coolant types, such as switching from conventional to extended life coolant, you need to be sure the engine is adequately protected.”

Coolant system maintenance

ment filled with new OAT coolant, it is important for fleets to understand what options are available to convert or upgrade older equipment to this new coolant technology. One example here is the need to use a nonchemical water filter once equipment is converted to an OAT type coolant. Cummins Filtration has developed a list of standard guidelines for customers to follow when converting their equipment to OAT coolant.

“It is important for a fleet to select one coolant technology and stick with it,” says Chevron’s Snyder.

“While these technologies are compatible, they protect in different

Estimates project up to 40% of total engine costs are related to problems that originate in the cooling system, according to Hahn at Cummins. Repairs are costly and create unnecessary downtime that affects equipment operations and customer deadlines.

Hahn adds cooling system maintenance can be as simple as the following three steps: 1. Fill equipment with coolant that meets industry standards and performance requirements.

2. Properly top off cooling systems using the pre-diluted coolant and maintain additive levels at regular service intervals with liquid additives or chemically charged filters.

3. Test coolant regularly for freeze protection and additive levels. A refractometer provides the most accurate freeze protection measurements. Test strips, although less accurate than a refractometer, also provide an indication of freeze protection and additive levels.

Chevron’s Snyder reminds that TMC has addressed general maintenance practices for cooling systems in its soon-to-be-released RP 365T. / www.FleetEquipmentMag.com 35

&

Before

After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

g reduction Idling An overview of technologies designed to help fleets reduce idling of heavy-duty commercial vehicles

I

t’s probably no secret to fleet managers that idle time can significantly affect a vehicle’s fuel efficiency. In “Secrets of Better Fuel Economy,” a white paper offered by Cummins, the engine manufacturer explains just how detrimental unnecessary engine idling can be to the bottom line.

“Every hour of idle time in a long-haul operation can decrease fuel efficiency by 1%,” the paper states. “Idle/PTO fuel consumption increases exponentially with engine speed.”

Details in the Cummins paper include the following fuel consumption rates at idle: • 650 RPM = 0.5 gallons per hour • 1,000 RPM = 1 gallon per hour • 1,200 RPM = 1.5 gallons per hour Engine manufacturer Detroit Diesel notes that along with other fuel-efficient habits, it’s critical to educate drivers on the role of shorter idle times. “Optimiz-

36 January 2013 | Fleet Equipment

ing driver habits alone can improve fuel economy by up to 30%,” the company says.

Detroit also points to the importance of electronics that can be set to automatically shut down an engine after a specified period of idle time to save fuel, reduce excessive engine wear and prevent additional pollution.

Idling alternatives While costly, idling often is necessary to maintain cab and sleeper compartment temperatures. Now offered by truck OEMs as original equipment, and from a variety of manufacturers for new and aftermarket installation, are auxiliary cab and sleeper heaters, some with engine heating capability, and full auxiliary power units (APUs) that offer heating, cooling, accessory power, battery charging and engine heat, as well as other technologies.

Autotherm Energy Systems‘ noidle vehicle interior heating system can be installed on any vehicle powered by a water-cooled internal combustion engine. The patented system needs no periodic maintenance.

Once turned on at the beginning of a day, it operates each time the engine is turned off by enabling the vehicle’s existing heater to operate and recover waste heat energy in the coolant. fjperhats@autothermusa.com

Bergstrom’s NITE Phoenix battery-powered no-idle system features onboard service diagnostics, automatic temperature control, a check filter function, and an LCD digital user interface and battery monitoring system that make it easier for drivers to control the unit. www.NiteSystem.com Carrier APU, an integrated cooling and heating system, provides up to 12,000 BTU/hr of cooling and 10,000 BTU/hr of heating. Its generator delivers 4 kW of power for accessories.

The Carrier APU charges truck batteries, warms the truck engine and is compatible with shore power. Designed for maintenance ease, its service interval is 1,000 hours and changing the oil and oil, air and fuel filters can be done in less than 15 minutes. www.trucktrailer.carrier.com Dometic battery-powered sleeper HVAC systems provide up to 10 hours of engine-off air conditioning.

The integrated system includes a 10,000 BTU compressor/evaporator unit normally installed beneath the bunk, a condensing unit mounted on the back of the cab, a DC-AC inverter, a high-performance alternator, a bank of absorbed glass mat batteries and a digital control/display unit.

Dometic also offers a specially-designed system for day cabs. All systems are CARB compliant. www.dometic.com

Dynasys APU utilizes R134a hermetic-style AC and electric heating. The unit generates 6,000W of power from a belt-driven generator.

The system also provides 12V DC power from a separate 55-amp alternator for operation of the APU control system and to provide charging capacity for the main truck engine batteries. Risk-free fleet trial programs are available. www.hodyon.com

Espar Heater Systems‘ independent auxiliary fuel-fired air heaters range from 7,500 BTU/hr to 41,000 BTU/hr and coolant heaters range from 13,700 BTU/hr to 120,000 BTU/hr. Espar’s Airtronic D2 bunk heater runs on diesel fuel and draws less than an 1 amp/hr of power on average from the 12-volt battery system. The heater has four heat levels and cycles between these levels according to the temperature desired by the driver. www.espar.com Idle Free Systems‘ electric APU meets heat, air conditioning and hotel power needs. Idle Free’s system is an alternating current-based electric APU, which translates to longer battery life and no need to use the truck’s starter batteries to power the unit. www.idlefreesystems.com Parker Fluid Control Division’s Industrial Climate Control Solution offers an on/off solenoid valve with terminations that plug into trucks’ auxiliary equipment to regulate heating and cooling systems, allowing drivers’ cabs to keep warm or cool without idling engines. The two-way normally closed/open brass valve comes with an orifice diameter of ½in. or larger and with ½-in. NPT. www.parker.com/fcd.

PonyPack is an APU that provides heating, cooling, engine warming and battery charging. The patented unit transfers engine exhaust heat to the antifreeze to keep the truck engine warm while an inline pump installed in the cab heater core supply hose circulates hot coolant to heat the cab and sleeper. For cooling, the PonyPack compressor and condenser uses existing evaporators, ductwork, blower motors and panel controls.

The APU also features a 110-amp alternator to keep batteries charged for on-board devices. www.ponypack.com Thermo King TriPac Evolution auxiliary power units can be ordered after April 1, 2013 for shipment in the second quarter of 2013. The new model meets Tier 4 Environmental Protection Agency final regulation requirements using new patented technology. The updated TriPac APU features software that can be customized to each customer’s operating profile. This unit also has an extended maintenance interval of 1,500 hours, a new flash-loadable control system, and improved service access for easier maintenance. www.thermoking.com Webasto’s Tandem 717 heating system combines the benefits of the Air Top 2000 ST air heater and Thermo Top C coolant heater for a total vehicle solution. The Thermo Top C provides engine pre-heat without idling and eliminates cold starts.

The Air Top 2000 ST warms the bunk without idling. www.webasto.us

Willis Power Systems offers a complete line of APUs including the GenForce 14 HP, 2 cylinder engine, 15,000 BTU A/C and heat unit; the

www.FleetEquipmentMag.com 37

Before

After(market)

Compact Willie 20 HP, 3 cylinder engine, 30,000 BTU A/C, 28,000 BTU heat model; and the customizable Premium APU with Willie specs plus a choice of a hydraulic pump or an air compressor. www.willisapu.com

APU battery

Rapid Response: 800-930-7204 ext. 46038

Trojan Battery engineered its OverDrive AGM 31 battery to operate

electric APUs. OverDrive batteries feature robust plates, effective paste formulation and grid designs to extend deepcycle battery life and performance in electric APUs. The Trojan deep-cycle battery designed specifically to support electric

APU applications has the ability to provide 730 cold cranking amps. www.trojanbattery.com APU field test In an evaluation of 10 of its 230 Class 8 trucks, FTS International (FTSI), a Texas-based provider of services and products to the oil and gas industry, set out to determine how much fuel could be saved by using APUs. The test utilized Hodyon’s Dynasys auxiliary power unit.

FTSI studied average idle hours per day, the percentage of idle hours in 24 hours and idle costs based on an average of $3.95 per gallon. Cost savings per day was determined as the difference between fuel burned during idle time prior to using the APU compared to fuel burned during idle with the APU. Reduction in idle time varied based on driver behavior, types of loads or other factors.

FTSI reported: • A decrease in average idle hours per day from 10.85 before the APU was installed to 2.26 after installation.

• The percentage of idle hours in 24 hours dropped from 45.1% to 9.6%.

• Daily idle costs were reduced from $63.63 to $11.78.

• Fuel used per idle hour dropped from 1.25 gallons an hour to 0.230 gallons per hour.

• The average savings in idle time for the 10 tractors was 77%.

• The average cost savings per day was $41.58 and the average cost savings per year was $12,474.85.

Extrapolating those calculations to 223 tractors, FTSI determined a daily cost savings of $9,272 and annual cost savings of $2,781,891, and based on the analysis made the decision to equip its entire fleet with APUs.

Plugging In Shore power, the use of electricity to operate in-cab systems without idling, is already a proven technology. For trucking companies, this system is in38 January 2013 | Fleet Equipment

creasingly attractive, requiring nothing more than a heavy-duty extension cord and a facility-based system.

Truck manufacturers are incorporating shore power-ready connections into electrical and auxiliary battery-powered systems as factory-installed options.

across the country. www.plugintosavings.org

Major contributor Unnecessary idling is a major contributor to diesel fuel costs, and truck idling is a cause of harmful emissions, as well as noise. That has led states, provinces, metropolitan areas and municipalities across the U.S. and Canada to enact strict regula-

tions that limit the time trucks may idle.

At the same time, truck fleets continue to need to provide drivers with comfort and convenience during onduty non-driving time periods.

Rested drivers are not only safer drivers—cab comfort also is helpful in attracting and retaining drivers, and keeping costs for those activities in check. /

IdleAir offers dedicated facilities at terminals as well as IdleAir Truck Stop Electrification at a growing nationwide network. The service includes air conditioning and heat, electricity inside and outside the cab, Internet, and DirecTV. Discounted fleet rates are available. www.IdleAir.com The Shorepower Truck Electrification Project (STEP), funded by the U.S. Department of Energy and administered by Cascade Sierra Solutions and Shorepower Technologies, is deploying shore power at 50 truckstops along major freight corridors

Rapid Response: 800-930-7204 ext. 46039 www.FleetEquipmentMag.com 39

&

Specs Fleet Profile

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

t h Rig Leasing CNG powered tractors for its distribution operation is proving to be an all around winning solution for

“O

Jim Parros Senior Vice President of Logistics

40 January 2013 | Fleet Equipment

ur primary business is serving our stores,” says Jim Parros, senior vice president of logistics at 99¢ Only Stores. “In the past we bought new and used equipment for our fleet but after an extensive review and analysis of our options we found leasing some of our fleet to be a very viable approach and an appropriate way for us to move forward. With leasing we can conserve capital for other investments in our business.”

Founded in 1982, City of Commerce, California-based 99¢ Only Stores operates 309 stores in four states, including 225 in California, and others in Texas, Arizona and Nevada. In addition to offering a wide range of name-brand products, about more than half of the company’s sales come from food and beverages, including fruits and vegetables, dairy, deli and frozen items, and organic and gourmet foods.

The current 99¢ Only Stores fleet includes a group of company-owned

2009 Freightliner Century Class tractors with 14-liter Detroit Diesel engines and Eaton Fuller ten-speed manual transmissions, along with about 220 28- and 53-ft dry van and refrigerated trailers. The retailer also has a small number of 2006 dieselpowered Volvo tractors leased from Ryder System.

Recently, 99¢ Only Stores signed a full service lease agreement with Ryder to supply 2012 Freightliner M2 112 tandem axle, day cab compressed natural gas (CNG) tractors with Cummins Westport 320 HP engines and Allison 3000 HS automatic transmissions. The 40 CNG units are operating in the Los Angeles area making store deliveries and vendor pickups.

Public-private partnership The natural gas-powered vehicles in the 99¢ Only Stores were made available through Ryder’s natural gas vehicle project agreement with the

e c i o h C 99¢ Only Stores and the communities it serves San Bernardino Associated Governments (SANBAG) project, part of a public-private partnership between the U.S. Department of Energy, the California Energy Commission, the Southern California Association of Governments Clean Cities Coalition, and Ryder. The project includes 202 natural gas vehicles to be deployed into Ryder’s Southern California operations network, upgrades to three maintenance facilities for servicing natural gas vehicles, and the construction of two fueling stations.

“With support from SANBAG to help offset some of the acquisition cost of these vehicles, we’ll have a less expensive, more efficient, cleaner burning and quieter fleet,” Parros says. “We chose Ryder for because of our confidence in its ability to provide a sound maintenance program for the CNG engines, which is particularly critical when dealing with new technology.”

The CNG tractors are replace-

ments for diesel units in the 99¢ Only Stores fleet. “When we looked into the future,” says David Townsend, transportation manager at 99¢ Only Stores, “we needed to consider the cost of meeting AQMD (Air Quality Management District) regulations, which require the majority of our fleet to be upgraded.

Two years ago we researched and filed for grant money and received funding to replace one 11 trucks in our fleet at the end of 2012, which expanded to 13 additional grants in December of 2012.

“Ryder initially introduced CNG units as an option for us to test when they provided a loaner for our existing leased trucks,” Townsend continues. “When SANBAG funding became available we knew the CNG engines, which would be just as effective as traditional diesel engines, and would also additionally provide other significant benefits and advantages.”

99¢ Only Stores Tractor Specifications Model: 2012 Freightliner M2 112 CNG Wheelbase: 182 inches Engine: Cummins Westport ISL 320 HP Transmission: Allison 3000 HS automatic Driveshafts: Meritor MXL 17T, extended lube mainshaft with half round yokes Front Axle: Meritor MFS-12-143A, 12,000 lb Front Suspension: Taperleaf Power Steering: TRW THP-60 Rear Axle: Meritor M-40-14x R-Series tandem, 40,000 lb Rear Suspension: Freightliner Airliner Wheel Seals: SKF Scotseal Plus XL Brakes: Meritor Q Plus ABS: Meritor WABCO 4S/4M Automatic Slack Adjusters: Meritor Parking Brakes: Fiber Braid Wheels: Accuride Accu-Lite Tires: Bridgestone 295/75R22.5 5th Wheel: SAF-Holland FWS1 ILS Air Slide Air Compressor: Cummins 8.7 CFM Air Dryer: Bendix AD-IP, heated Air Cleaners: Donaldson Fan Clutch: Horton Drivemaster Batteries: (3) JCI F1150 Group 31, 2100 CCA Starter: Delco 38MT HD Alternator: Delco 160 amp 36-SI Brushless Mirrors: Dual West Coast; heated, remote; 8 in convex Seats: Bostrom Talladega; high back, air suspension Fuel Tanks: 5- SCI Gas Cylinders 3600 PSI, Agility Fuel Control Panel

www.FleetEquipmentMag.com 41

Fleet Profile

Specs

Perfect fit The core market of 99¢ Only Stores is in a 200-mile radius of the company’s distribution centers for the Los Angeles basin, Townsend explains further, well within the 300-mile operating range of the CNG trucks.

“That’s a perfect fit for the CNG engine, which has more than enough horsepower to pull our typical 80,000-lb loads,” he says.

“At the same time, our distribution centers are in mixed industrial and residential areas and are bordered by neighborhoods, which is also the case in many of the city store locations we service,” Townsend adds. “A cleaner burning, quieter truck is extremely community friendly.”

The 99¢ Only Stores fleet is also anticipating cost benefits from operating and leasing the CNG tractors.

“We track their MPG as we would any other unit in our fleet,” Townsend

42 January 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 46043

Fleet Profile

Specs

says, “and are pleased to date with what we are experiencing, which is fuel efficiency ahead of projected numbers. While we need more time to assess things like downtime and fueling time, we’re also expecting these trucks to become more cost effective with the availability advent of our new on-site CNG fueling stations, which will be operational in 2013.”

At the same time, full-service leasing is also proving to be the right choice for the 99¢ Only Stores fleet operation. “After analyzing leasing versus the cost of running a considerably older owned fleet we saw there were definite advantages from cost and service perspectives,” Jim Parros states. “We also believed that to do anything other than contract out all of our fleet maintenance and repair work would add to the complexity of our transportation operation and a full-service lease program lessens that complexity.”

Strong ROI

Rapid Response: 800-930-7204 ext. 46044

In reviewing all its options for converting the 99¢ Only Stores fleet, the full service leasing option became more attractive.

“With the SANBAG grant, Ryder was able to make our lease of 40 new CNG trucks competitive with similar diesel units,” Parros says. “When we also factored in other cost and other environmental benefits, we developed a very strong return on investment scenario favoring leasing the CNG vehicles.

“Our private fleet’s primary focus is servicing our stores and supporting our supply chain and distribution network,” Parros concludes. “We feel that a private fleet provides us with the control and flexibility we need to meet our growing sales base and our stores’ changing service requirements. With full service leasing and CNG tractors, we can meet those objectives and provide added benefits for everybody in an environmental and community friendly manner.” /

44 January 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 46045

Truck Products Dana launches reduced weight driveshafts, TPM Concept Dana Holding Corp. said its new Spicer Formed Aluminum Tube Driveshaft, designed for SUVs, medium-sized pickups and light commercial vehicles up to Class 6, offers manufacturers a single-piece assembly that delivers reduced weight and increased assembly clearance when compared to a traditional two-piece steel driveshaft.

Available in the summer of 2013 as an option for Spicer Life Series driveshafts in North America, the Spicer Formed Aluminum Tube Driveshaft weighs up to 25% less than two-piece steel assemblies, and it reduces cab noise and vibration, according to the maker.

In addition, Dana debuted tire pressure management technology optimized for line-haul tractors, the first internal axle system of its kind for powered commercial vehicles. Currently undergoing initial road testing on commercial-vehicle tractors, these concepts have been engineered to automatically maintain proper inflation for drive and steer axles, significantly increasing vehicle fuel efficiency and reducing maintenance, the company said.

Dana’s tire pressure management technology for line-haul vehicles automatically initiates periodic system and pressure checks while driving, eliminating the time drivers would otherwise spend checking tire pressure at stops. As needed, it inflates tires to the optimum pressure and can equalize pressure in all tractor tires, minimizing tire dragging and premature wear. A closed design isolates the tires, preventing a hose failure or tire puncture from affecting the other tires, the maker added.

Dana Holding Corp. www.dana.com Rapid Response: 800-930-7204 ext. 46151 www.FERapidResponse.com/46151

cle, highlights the specific alert issues and the actions that should be taken to correct these problems. This visibility enables dealers to allocate their technicians and service trucks more efficiently and respond with the appropriate service in a more timely fashion, the company said.

TireStamp Rapid Response: 800-930-7204 ext. 45152 www.FERapidResponse.com/45152

TireStamp releases TPMS app for commercial tires TireStamp Inc. has released its upgraded, cloud-based TireVigil Servicing app with features designed for commercial tire dealers who provide services to TireVigil TPMS-equipped fleets.

These features enable servicing dealers “to have information on tire problems way in advance of their failure so that they can plan and schedule service, respond quickly, efficiently, and with the right equipment before sending out technicians and service trucks,” according to the company.

Since TireVigil TPMS products have been built to meet the TPMS 2.0 standard and incorporate wireless technologies that provide remote diagnostics for tires, emergency road service call centers can be alerted to tire problems as they develop, in addition to providing the vehicle location and the specific actions to take in resolving these problems.

Because of this, “in most cases vehicles with problem tires can be routed to a tire dealer’s location for service rather than waiting on the side of the road for service after a tire has failed,” TireStamp added.

The app provides the type of tires on each vehi46 January 2013 | Fleet Equipment

Shell Rotella T6 0W-40 designed for extreme cold conditions Shell Lubricants has introduced Shell Rotella T6 0W-40, which the company said is a full synthetic heavy-duty diesel engine oil designed for extreme cold conditions. Shell Rotella T6 0W-40 uses free flowing synthetic base oils that allow reliable pumping on start-up under extreme cold climate conditions, yet remains thick enough under high temperature operation to protect against engine wear, the maker added. It meets the following specification: API CJ-4, API SN, Volvo VDS-3, Mack EO-N and Caterpillar ECF-3, ECF-2, ECF-1A. According to the company, all Shell Rotella T6 Full Synthetic oils features an advanced multifunctional, low-ash additive technology in a synthetic base oil designed to provide highly responsive protection that continuously adapts to driving conditions. Use of selected low-viscosity synthetic base oils further energizes the oil’s protective capability that promotes fuel-economy performance with no compromise in durability.

Shell Rotella www.Rotella.com

A new line of Heavy-Duty Time Release Technology (TRT) Oil Filters is now being offered by Luber-finer. The TRT filters provide a controlled release of a specially formulated, highly concentrated liquid additive into the oil supply to help maintain oil quality.

In addition to releasing the TRT line of oil filters, Luber-finer is also launching a new TRT Value Calculator found at www.luberfiner.com/value-calculator, the calculator can be used to understand maintenance costs associated with oil changes and determine potential fleet savings from using TRT filtration products. The new TRT Value Calculator is part of the Luber-finer mobile website and online partslook-up and cross-reference tool available at www.luber-finer.com/app Luber-finer www.luberfiner.com

Rapid Response: 800-930-7204 ext. 46153 www.FERapidResponse.com/46153

Rapid Response: 800-930-7204 ext. 46154 www.FERapidResponse.com/46154

Luber-fine launches heavy-duty oil filter line

Truck Products BrakeSentry indicators help in meeting CSA requirements According to the makers of BrakeSentry, under the CSA2010 BASIC safety scoring method, brake-out-of-adjustment (the most frequently cited safety defect) carries a (4) severity rating based on crash-related risk, making it one of the top equipment violations affecting a fleet’s safety score. Nearly one in every 10 vehicles gets put out of service due to unsafe brakes.

BrakeSentry visual brake stroke indicators improve brake safety, maintenance and compliance by providing drivers with a convenient and effective means to inspect critical brake adjustment conditions without having to crawl under vehicles to mark and measure pushrod stroke at each airbrake chamber, the company said, adding the kit is simple and effective. Constructed of a flexible, unbreakable material composition, it is uniquely suited for any on/off-road vocational-duty applications and can be used confidently in harsh operating environments.

With the indicators, drivers can perform a visual brake inspection of the vehicle in as little as two minutes, providing immediate, clear confirmation that the air brakes are within stroke, the maker added. Versatile and universal, the design fits on any vehicle equipped with airbrake chambers that have an exposed 5/8-in. diameter pushrod, takes about three minutes per wheel to install, does not require any special tools or disassembly of components, is not subject to breakage from road vibration or impacts, has no parts to wear out, and requires no maintenance, according to BrakeSentry.

Brake Sentry www. brakesentry.com Rapid Response: 800-930-7204 ext. 46155

www.FERapidResponse.com/46155

Optronics unveils GloLight Series stop, tail, turn lamps Heavy-duty LED vehicle lighting supplier Optronics International has debuted its GloLight Series 4-in. round and 6-in. oval LED stop, tail, turn lamps. The new lamps are designed with an illuminated outer band that surrounds a central LED array, which remains unlit during standard tail light operation. The dual-function outer ring brightens and the central LED array lights only during stop and turn functions.

GloLight Lamps are available in flange- and grommet-mount versions and with standard PL3 and Weather Tight termination options, allowing them to make use of existing harness connections. All lamps in the new GloLight Series meet FMVSS 108 and SAE photometric requirements.

Optronics International www.optronicsinc.com Rapid Response: 800-930-7204 ext. 46156 www.FERapidResponse.com/46156

Rapid Response: 800-930-7204 ext. 46047 www.FleetEquipmentMag.com 47

Truck Products ChemSpec USA launches multi-use fleet refinishing line

ChemSpec USA said that its Metacryl High Performance Topcoat System is a premium, multi-use coatings line targeted for Commercial Fleet Refinishing, Industrial and OEM markets that features a full range of products from primers, clearcoats, single stage color and basecoat including metallic and pearlescent effects.

According to the company, engineered for superior adhesion and corrosion protection to numerous substrates, Metacryl provides an excellent gloss, color and appearance, as well as outstanding metallic control.

ChemSpec www.chemspecpaint.com Rapid Response: 800-930-7204 ext. 46157 www.FERapidResponse.com/46157

Bar’s Leaks offers concentrated versions of products Bar’s Leaks said it has concentrated several of its leading products, reducing the amount of non-essential ingredients and shrinking package sizes. As a result, the company introduced its Engine Oil Stop Leak Concentrate (p/n 1010), Transmission Stop Leak Concentrate (p/n 1420) and Power Steering Stop Leak Concentrate (p/n 1630) in new 11-oz. bottles.

According the maker, Bar’s Leaks Engine Oil Stop Leak Concentrate is designed to seal leaks caused by normal engine wear and age, including those resulting from drying, hardening or shrinking of engine oil seals and gaskets. It mixes with all factory-approved engine oils, including synthetics, and contains no particles that will clog oil passages or filters. One bottle treats four to five quarts of oil.

Most leaks stop in 200 miles or three days of driving.

Bar’s Leaks Transmission Stop Leak Concentrate is designed to stop leaks caused by normal transmission wear and age, the company said. It also prevents future leaks and restores gaskets and seals to help the transmission last longer. It works with all automatic and manual transmission fluids, for domestic and import vehicles. One bottle treats up to 10 quarts of fluid. Most leaks stop within 200 miles or three days of driving, the company noted.

Bar’s Leaks www.barsleaks.com Rapid Response: 800-930-7204 ext. 46158 www.FERapidResponse.com/46158

PlastiKote undercoatings provide protection

Rapid Response: 800-930-7204 ext. 46048

The PlastiKote line of undercoating products provide a superior coating that offers durable protection against rust, corrosion, moisture, fumes, dust, heat and cold, the company said. Featuring an Accusol trigger spray nozzle, it is also the perfect aerosol paint product to use for reaching those hard-to-access areas on a vehicle.

The company noted that its professional undercoating and rubberized undercoating products are ideal for providing protection for wheel wells, gas tanks, frames and supports, weld joints, floor pans, doors and quarter panels. They also protect vehicles from harsh elements or damage from rocks, sand and salt that is on the roads during winter months or after severe storms. PlastiKote Undercoatings are also flexible and provide a non-asphaltic coating which contains no asbestos fiber.

PlastiKote’s professional undercoating provides superior protection by reducing road vibrations and road noise, the company added. / PlastiKote www.PlastiKote.com.

Rapid Response: 800-930-7204 ext. 46159 www.FERapidResponse.com/46159 48 January 2013 | Fleet Equipment

Trailers

Bodies

Polar rolls out propane tank trailer Polar Corporation has introduced the NexGen MC-331 highway transport, the first trailer in its product line for the North American propane industry. The new model features a powder-coated barrel, which the manufacturer says will deliver up to three times the life of traditional paint, eliminating the need to refurbish and repaint the barrel every three to five years. The Polar NexGen MC331 trailer also has all-stainless piping and aluminum or stainless decking and fenders for corrosion protection, and is equipped with all-welded liquid piping, Blackmer or Corken product pumps, Marshall Excelsior valves, and BASE Engineering radio remote shutdown systems.

Polar Corp. www.polartank.com Rapid Response: 800-930-7204 ext. 46160 www.FERapidResponse.com/46160

Maxon Lift expands Tuk-a-away line MAXON said it is announcing its third new product this year, which is also the newest addition to its Tuk-A-Way product line, the TE-33 liftgate. According to the company, the TE-33 boasts a 3,300 lb. lifting capacity, an option for a bolt-on extension plate and a bolt-on heavy-duty step assembly, all in a rugged and economical package. Engineered in response to customers requiring greater platform space for consolidated palletized loads, the TE-33 is optimal for small- to mid-sized trucks with beds as low as 38-in. The TE-33 is available in 48-in x 84-in or 52- x 84-in. wedge-type steel platform sizes specifically designed to allow for the smooth transition of load on and off the platform.

It also incorporates a heavy-duty, twin-cylinder design that results in great performance and stability. Additional features include grease fittings at all critical rotation points and automatic hydraulic locking. /

Maxon Lift Corp. www.maxonlift.com Rapid Response: 800-930-7204 ext. 46161 www.FERapidResponse.com/46161

Rapid Response: 800-930-7204 ext. 46049 www.FleetEquipmentMag.com 49

Shop Equipment

Chicago Pneumatic introduces 1-in impact wrenches

Chicago Pneumatic has announced the new CP7782 series of 1-in. impact wrenches for truck and heavy vehicle tire shop. These high torque and extremely durable impacts are available in standard (CP7782), 6-in. extended (CP7782-6) and 6-in. extended spline anvils (CP7782-SP6). All three impact wrenches feature high reverse impact torque, 2140 ft-lbs. (2900 Nm).

According to the company, the CP7782 Series was designed to be the first choice among truck and heavy equipment professionals for wheel removal and general maintenance. Ergonomic features of this new series include an angled down exhaust to blow air away from the operator’s work environment, a four position soft-grip side handle and a forward/reverse regulator, which integrates three power settings in both forward and reverse.

Other features include, a full teasing trigger for smooth operation, a pinless reinforced rocking dog clutch to ensure long tool life and an integrated shock absorbing bumper to protect both the application and the tool, the company noted.

Chicago Pneumatic Tools www.cp.com/en/Contactus/ Rapid Response: 800-930-7204 ext. 46170 www.FERapidResponse.com/46170

IPA releases electrical terminal maintenance set According to the IPA, its new electrical terminal maintenence set cleans and repairs most types of electrical connectors found on cars, trucks and industrial equipment found in North America. It is used as both a service and preventative maintenance tool for applications such as Deutsch, Cannon, 7 round pin trailer harnesses, Weather Pack, Bullet Connectors, common ABS sensor and power connectors, trailer light plugs and more.

Packaged in a leather type custom holster, the set includes two sizes of flat male and female terminal cleaners, two gold 7 round pin socket harness cleaners, one black ABS sensor/power connector cleaner, 10 micro diamond round files, one trailer light bullet connector cleaner and one DeoxIT contact chemical cleaner, the company added.

Innovative Products of America Inc. www.ipatools.com Rapid Response: 800-930-7204 ext. 46171 www.FERapidResponse.com/46171

Rapid Response: 800-930-7204 ext. 46050

Scorpion Jacks offers ‘ultimate’ truck lifting system Scorpion Jacks said it is offering a new lifting system for heavy-duty trucks/trailers and buses.

The new Scorpion TJ12EXT is the “ultimate floor service jack,” according to the company. It lifts the whole front end or rear end of a truck at once only 50 seconds.

According to the company, using a 22-ton air jack and two stands, it takes 10 minutes to lift a vehicle, which means these jack pays for itself in 30-60 days.

Scorpion Jacks www.stanjacks.com Rapid Response: 800-930-7204 ext. 46172 www.FERapidResponse.com/46172 50 January 2013 | Fleet Equipment

Shop Equipment Ranger Products releases new truck wheel balancer Ranger Products, a division of BendPak Inc., said it is bringing a brand new wheel balancer to market, the heavy-duty RB24T wheel balancer, designed specifically to handle truck tires up to 50 in. in diameter and 20 in. wide.

Although best suited for buses, trucks and OTR wheels, the Ranger RB24T is capable and fully equipped to accommodate automobiles and light truck wheels as well, the maker said. The RB24T features Ranger’s Drive-Check technology that simulates road and driving speed conditions and measures computer-generated imbalance of the tire and wheel assembly automatically. It then recommends the most cost-effective weight optimization correction as needed, which minimizes weight usage and maximizes productivity, the company said. An integrated wheel lift easily lifts the heaviest wheel assemblies for effortless mounting on the balancer.

Ranger claims its RB24T is a truck balancer with fast start-up and fast braking speeds.

Other features include automatic weight optimization, user-friendly controls, a three-phase drive motor with built-in phase convertor, and multi-directional quartz piezoelectric force sensors. A quick-chuck mounting adapter, adjustable flange plate and stud kit, and standard cone kit come standard. / BendPak Inc. www.bendpak.com Rapid Response: 800-930-7204 ext. 46173 www.FERapidResponse.com/46173

Heavy-duty kit featuring compact leak detection flashlight

Rapid Response: 800-930-7204 ext. 46051

Tracer Products has introduced a special leak detection kit that makes it easy for heavy-duty technicians to find all air conditioning and fluid leaks the first time — and avoid costly comebacks, the company said.

The TP-8647HD kit features the OPTIMAX Jr, a cordless, blue light LED leak detection flashlight with mega power that reveals even the smallest leaks.

It is ideal for leak checking hard-to-reach spots that are inaccessible to larger lamps. This ultra-compact leak detector has a 100,000-hour service life and is powered by three AA batteries, which are included, the maker noted.

Also included in the kit are an EZ-Ject A/C dye injector with hose/coupler and adapter/purge fitting, two EZ-Ject universal A/C dye cartridges with cosolvent free Fluoro-Lite dye ¾ each ½ oz cartridge can service up to 14 vehicles ¾ an 8 oz bottle of Dye-Lite All-In-One™ concentrated oil dye that services up to 16 vehicles, an 8 oz bottle of Dye-Lite coolant dye that services up to 8 vehicles, and fluorescence-enhancing glasses. Everything is stored in a convenient, sturdy carrying case. All Tracerline universal/POE A/C dyes have been laboratory tested and proven safe for use in hybrid vehicles.

Tracer Products www.tracerline.com Rapid Response: 800-930-7204 ext. 46174 www.FERapidResponse.com/46174 www.FleetEquipmentMag.com 51

Classifieds

Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com Rapid Response: 800-930-7204 ext. 46202 www.FERapidResponse.com

YOUR AD HERE!

Rapid Response: 800-930-720 ext. 46201 www.FERapidResponse.com

TO ADVERTISE IN THE CLASSIFIEDS CALLTom Staab 330-670-1234, ext 224 or email at tstaab@babcox.com

NO Steel Balls NO Sands or Oils NO Prebalancing

Easily installs on truck driveshafts, wheel assemblies & engines WILL STOP TIRE CUPPING & INCREASE TIRE LIFE UP TO 50% OR MORE

For Fleet Pricing Contact your local dealer or

Sun-Tech Innovations

www.BalanceMasters.com Rapid Response: 800-930-7204 ext. 46203 www.FERapidResponse.com 52 January 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 46206 www.FERapidResponse.com • Top-of-the-line EZ Drive system makes the machine wash even faster and seem feather light • Washes up to 30 buses or trailers on just one charge, more than any competitor, guaranteed • Quiet: the first & only 100% battery operated truck & bus wash machine • Emission-free for indoor or outdoor operation

Pony – A workhorse that redefined mobile truck washing.

Available in two power versions; Battery only for indoor or outdoor use; Hybrid diesel/electric drive for 24/7 workdays, the Pony provides a comfortable ride-on cab to improve operator productivity.

Truck, bus and light railcar washing made easy.

Rapid Response: 800-930-720 ext. 46205 www.FEapidResponse.com

Bitimec USA 15 E. Putnam Av. (#290) - Greenwich - CT 06830-5424 USA Tel. 203.637.1900 - Fax 203.698.3322

Rapid Response: 800-930-7204 ext. 46207 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 46204 www.FERapidResponse.com

Classifieds

Rapid Response: 800-930-7204 ext. 46209 www.FERapidResponse.com

Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of Fleet Equipment.

It’s fast and easy!

TO GET CONNECTED: >>>CALL toll-free 800-930-7204 and then enter the Five Digit Rapid Response Code that appears in the ad or product announcement or on the listing below. >>>OR VISIT www.FERapidResponse.com

and click on the company you want info from! >>>OR click on the Fleet Equipment Rapid Response icon on our Web site at

Rapid Response: 800-930-7204 ext. 46208 www.FERapidResponse.com

www.fleetequipmentmag.com

SALES REPRESENTATIVES Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225 Bobbie Adams badams@babcox.com 330-670-1234, ext. 288 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835 Don Hemming dhemming@babcox.com 330-670-1234, ext. 286 54 January 2013 | Fleet Equipment

Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206 CLASSIFIED SALES Tom Staab tstaab@babcox.com 330-670-1234, ext. 224 LIST SALES MANAGER Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

Reader Response Page sponsored by

Advertiser

Page

Rapid Response Code

Afton Chemical Corporation

13

46013

Airtab, LLC.

29

46029

American Commercial Tire Network (ACTN)

11

46011

Bergstrom Inc

38

46038

Bergstrom Inc

39

46039

Coxreels

50

46050

Espar Products

20

46020

Espar Products

21

46021

Federal Mogul Corp

Cover 2-1

46001

Grote Mfg

23

46023

Haldex Brake Systems Inc

5

46005

Interstate Battery Systems of America

9

46009

Marangoni North America

15

46015

MATS

43

46043

Meritor Inc

3

46003

Mohawk Lifts

51

46051

Myers Tire Supply

17

46017

NTEA

25

46025

NTN Bearing Corp

Cover 3

46057

Onspot of North America

48

46047

Peterbilt Motor Co

Cover 4

46058

33

46033

ProDiesel

44

46044

SAF-Holland, Inc.

7

46007

Saf-Tee Siping/Grooving

55

46055

Thieman Tailgates

49

46047

Tiger Tool International Inc.

47

46047

TMC/ATA

45

46045

Truck-Lite Co

19

46019

Rapid Response: 800-930-7204 ext. 46039 www.FERapidResponse.com

Prestone

www.FleetEquipmentMag.com 55

February PostScript

Coming in

“Pin-up” trucks • Equipment Technology Spec’ing work trucks for resale • Before & After(market) SmartWay spec’ing • Aftermarket Insights Work truck bodies Call David Moniz at

(330) 670-1234 Ext. 215 About Advertising Opportunities!

FLEET EQUIPMENT (ISSN 0747-2544) (January 2013, Volume 39, Number 1): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices.

POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year.

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Proud Supporters of: 56 January 2013 | Fleet Equipment

Truck makers have had a long tradition of creating stunning photography to adorn their annual calendars, and this year is no exception.

If you haven’t chosen your calendars yet, you may be interested in one of the samples shown here, or you may want to check out the website of additional truck makers.

According to Freightliner Trucks its 2013 calendar includes a new interactive component.

Starting in January, participants can log onto www.FindThisFreightliner.com and guess where the picture was taken. The first 25 people to correctly identify the location every month will win Freightliner Trucks merchandise.

Visit www.costore.com/freightliner/welcome to order the 2013 Freightliner Trucks calendar.

The 2013 Mack Trucks calendars displays Mack’s range of highway and vocational models in dramatic real world settings, from oilfields to quarries to Interstate highways. There are a limited number of calendars still available through the Mack Shop at www.mackshop.com.

According to Peterbilt, its calendar is available in two formats, as a wall calendar and spiralbound. This year’s calendar highlights the trucks in their natural working environment, the company notes. Calendars may be purchased at www.peterbilt.com, or through Peterbilt dealers.

Western Star Truck Sales Inc. stated that its 2013 "Tough by Design" engineering-inspired calendar features Western Star trucks across various applications, from logging and mining to on-highway and heavy-haul. Each month highlights Western Star's customization capabilities, designed to tackle the most demanding jobs. Artist Jeff Foster returns for the third year to illustrate the specialization of each truck with blueprint-style drawings that complement original truck photography by Paul Hartley.

Presented in a horizontal 18in. x 27-in. format, the "Tough by Design" calendar may be ordered at www.WesternStar.com or at Western Star dealership. /

Rapid Response: 800-930-7204 ext. 46057

Rapid Response: 800-930-7204 ext. 46058