Fleet Equipment, 12.12 by Babcox Media

Axles, suspensions & u-joints • Automating HOS • Leveraging onboard data

DECEMBER 2012

Managing Equipment Assets

www.FleetEquipmentMag.com

Safety Pays Juan Pablo Muñoz President Muñoz Trucking

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On the Inside

Vol. 38 | Number 12 | 2012

Dec.

Columns Editorial

CAROL BIRKLAND

SmartWay

TOM GELINAS

Service & Support

D. MICHAEL PENNINGTON

Fuels & Lubes

JOHN MARTIN

Light- & Medium-Duty

SETH SKYDEL

Tires & Wheels

ASA SHARP

Post Script

Departments 14 ASE Celebrating training excellence

Features

15 Industry News ACT reports trailer orders surged in October

33 Truck Products CMA adds Double Coin ultra premium drive position tire for winter

Trailer Topics | Doing the math on CSA lighting infractions

Equipment Management | Leveraging engine data

Fleet Profile | Safety pays

Before & After(market) | Axles, suspensions & u-joints

Best Practices| Tidying up your companyâ&#x20AC;&#x2122;s credit

34 Shop Coxreels introduces new compact vacuum reel

35 Trailers & Bodies Thermo King launches environmentally sensitive trailer reefer

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

David Foster, Vice President of Maintenance Southeastern Freight Lines

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

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

PUBLISHER David Moniz, Publisher 330-670-1234, Ext. 215 dmoniz@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Seth Skydel, Senior Contributing Editor 330-670-1234 sskydel@gmail.com D. Michael Pennington, Senior Staff Writer 248-872-6760 mike@pennotesllc.com Asa Sharp Contributing Editor 330-670-1234 asasharp@aol.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.com Paul Hartley, Contributing Editor 507-645-2200 hartley@addmedia.com GRAPHIC DESIGN Tammy House, Sr. Graphic Designer 330-670-1234, Ext. 256 thouse@babcox.com ADVERTISING SERVICES Kelly McAleese, Ad Services Manager 330-670-1234, Ext. 284 kmcaleese@babcox.com CIRCULATION SERVICES Pat Robinson, Circulation Manager 330-670-1234, Ext. 276 probinson@babcox.com Maryellen Smith, Circulation Assistant 330-670-1234, Ext. 288 msmith@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

Editorial

CSA SMS testing begins CAROL BIRKLAND | EDITOR-IN-CHIEF

n August, the Federal Motor Carrier Safety Administration (FMCSA) announced improvements to its Compliance, Safety, Accountability (CSA) program that incorporate public comments received from a preview of proposed changes to the agency’s Safety Measurement System (SMS) website. The changes are the latest round of improvements to the CSA program following public input. According to FMCSA, the public is seeing improved commercial motor vehicle (CMV) safety under CSA. Violations per roadside inspection were down 8% and driver violations per inspection were down 10%—the most dramatic drop in safety violations in a decade.

FMCSA provided an opportunity for enforcement personnel and motor carriers to preview proposed changes to CSA’s SMS, and encouraged public comment on the proposed changes. After review and consideration of the comments received, the Agency has published its response in the Federal Register. SMS already enables FMCSA and its state enforcement partners to better focus on high-risk motor carriers. In fact, motor carriers identified as high risk by SMS have future crash rates more than double the crash rate of all active carriers. Testing of the enhanced SMS that will be implemented this month shows that motor carriers with at least one Behavior Analysis and Safety Improvement Category (BASIC) above FMCSA’s safety Intervention Threshold: • Have a 3.9% higher crash rate than those in today’s SMS; and • Have a 3.6% higher Hazardous Materials (HM) violation rate than under today’s SMS. The SMS improvements include: 1. Strengthening the Vehicle Maintenance BASIC by incorporating cargo/load securement violations from today’s Cargo-Related BASIC 2. Changing the Cargo-Related BASIC to the HM Compliance BASIC to better identify HM-related safety and compliance problems 3. Better aligning the SMS with Intermodal Equipment Provider (IEP) regulations 4. Aligning violations that are included in the SMS with Commercial Vehicle Safety Alliance inspection levels by eliminating vehicle violations derived from driver-only inspections and driver violations from vehicle-only inspections 5. More accurately identifying carriers that transport significant quantities of HM 6. More accurately identifying carriers involved in transporting passengers 7. Modifying the SMS display FMCSA is responding to feedback from enforcement and industry to change how fatalities and injuries caused by crashes are presented in SMS, and to stakeholder requests for more specific terminology in the BASICs. Also, four additional changes have been identified since the beginning of the preview period, which also will be implemented in December. These are: 1 Removing 1 to 5 MPH speeding violations 2. Lowering the severity weight for speeding violations that do not designate MPH range above the speed limit. 3. Aligning paper and electronic logbook violations 4. Changing the name of the Fatigued Driving [Hours-of-Service (HOS)] BASIC to the HOS Compliance BASIC FMCSA states that it promotes safety through creating awareness, issuing early and compelling calls to action, and providing education and technical outreach. For more information, visit: http://csa.fmcsa.dot.gov/CSA_Feedback.aspx. /

2 December 2012 | Fleet Equipment

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SmartWay

s we end the year, it’s fitting that we applaud the 40 SmartWay Partners that were awarded this year’s Excellence Awards, fewer than 1% of SmartWay partners. All of these organizations are top performers in reducing freight transportation emissions through technological innovation and are demonstrating that it is possible to move more goods more miles with lower emissions, less energy and at a lower cost.

All these organizations are top performers in reducing freight transportation emissions through technological innovation…

Gina McCarthy, assistant administrator of EPA’s Office of Air and Radiation, said, “Recipients of this year’s SmartWay Excellence Awards are reaping the business benefits and environmental rewards of cutting petroleum use in their transportation

4 December 2012 | Fleet Equipment

Time for applause BY TOM GELINAS | EDITORIAL DIRECTOR

operations.” While all of these partners deserve the nation’s applause and appreciation, there are several fleets that deserve special recognition because of the size of their operations and the number of times they have achieved Excellence Awards. Ruan utilizes a variety of environmentally friendly strategies, including idle reduction and APU usage, low viscosity lubricants, reduced highway speeds, lightweight equipment, paperless technologies and processes, and driver training designed with an emphasis on maintenance and fuel consumption. The company continually investigates new, sustainable fuel options like biodiesel and compressed natural gas. Ruan currently operates one of the largest CNG fleets in the country hauling dairy products in Indiana. The use of CNG at this operation will eliminate the need of as many as 1.8 million gallons of diesel fuel each year. Schneider National earned the prestigious award by exceeding the fuel reduction and environmental performance goals the company is working toward. “Schneider’s investment in green technologies and processes goes back more than 30 years and is driven by a triple-bottom-line focus,” said Steve Matheys, executive vice president and chief administrative officer at Schneider National. “We know it’s important to balance environmental considerations like protecting our natural resources against social responsibilities to enhance the standard of living worldwide and financial obligations to provide the safest, most cost-effective way to

move goods.” C.R. England saved 49,023,390 gallons of fuel and reduced carbon dioxide emissions by 544,160 tons by implementing fuel saving strategies such as reducing maximum speed and idle time on all trucks, utilizing technology to reduce deadhead and out of route miles, and adding aerodynamic equipment to the trucks and trailers. “SmartWay has been a valuable and important resource for us. Through this partnership, we have realized our goal of improving the environment through decreasing fuel consumption, improving efficiency and saving money," said Mitch England, director of fuel. This was the first year SmartWay recognized partners’ environmental performance based on the results of its new quantification and reporting tools. This enhanced methodology helps to inform the industry and marketplace on freight operations’ energy and environmental efficiency, as well as its supply chain carbon and emissions performance. The data also provides the EPA an opportunity to look closely at SmartWay partners’ carbon dioxide, nitrogen oxide and particulate matter emissions performance and identify and rank the top performers in each partner category. /

Editor’s note: A complete list of this year’s award recipients is printed in the Post Script section on page 40.

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Service & Support

comprehensive, formal, free-ofcharge training program to fleets and dealers has been met with great popularity by electrical components supplier Mitsubishi Electric Automotive America (MEAA). “The fleet managers and shop superintendents fully grasp and appreciate the criticality of a healthy electrical system—battery system, starting system and charging system,” said Dave Stone, executive

‘We service and train all sizes of fleets, as well as the dealers and distributors…’ —Stone

director of Powertrain Body & Chassis. “The training and support demonstrates our genuine commitment to this marketplace. The customers deserve ‘cradle to grave’ support,” he said, noting the company’s portfolio includes a full line of 12- and 24-volt Class 8 starters, a new 160 amp HD brushless alternator, and another brushless alternator (200 amp) to be unveiled in the fall of next year. The company offers dealer, distributor and fleet management methods of training; on-site classroom training sessions; a website with a host of user tools including diagnostics sheets, parts lists and an online training man-

6 December 2012 | Fleet Equipment

Charge-start training BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

ual; and webinars. In addition, the supplier intends to post on YouTube training sessions on installation, removal and quick-checks. MEAA developed the in-depth training manual (www.diamondgard.com/docs/Diagnostics_Manual.pdf) to provide step-by-step procedures for troubleshooting problems with a 12-volt heavy-duty electrical system. “We service and train all sizes of fleets, as well as the dealers and distributors, with a thorough 60- to 90minute review-and-training session for up to 125 people,” said Stone. “The technicians learn smart diagnosis procedures, ask valid questions and appreciate the expert assistance. We’re confident that we’re hitting the mark with the right technical info and guidance on the complete chargestart system.” “Our training recommendations, practices and our training materials are aligned with Technology & Maintenance Council (TMC) Electrical Study Group’s recommended practices,” said MEAA’s Danny Ritter, technical support manager, and Gus Wajda, quality assurance and technical support manager. Based on recent service experiences, Ritter offers the following best practices: • Establish a battery maintenance program, understand proper battery voltage and have the tools to load and check. • Know how to conduct a cable drop test from the batteries to the starter. This will determine if cables are carrying electrical loads to the starter and will determine if corrosion is present and the cables are tight. Conduct same type of cable drop test from the starter to the alternator, which will de-

termine if the alternator can send charge voltage back through to the starter connection and onto the batteries for proper recharge. • Follow TMC recommended maintenance practices. • Understand proper battery voltage for the type of batteries you currently use. Lead-acid batteries have a different state of charge than AGM (absorbed glass mat) type batteries. Always follow the battery manufacturer’s recommended procedures for charging and service. One recommended testing tool is made by Midtronics Inc. The company’s GR series battery and electrical diagnostic station combines its conductance technology with diagnostic charging technology, plus battery and electrical system diagnostics, to create a complete, flexible and expandable diagnostic solution. On the subject of warranty, Stone and Ritter pointed out the company’s two warranties: The OEM manufacturer’s defect warranty between the OEM and the customer for three years/350,000 miles; and the aftermarket warranty, known by Mitsubishi as the Diamond Gard warranty, between the customer and Mitsubishi Electric for three years/unlimited mileage. It covers 100% of all electrical and mechanical failures. “We pay the freight to have each claim returned to our warranty analysis center in Detroit,” said Stone. “Each claim is put through a thorough analysis of the component’s performance. This analysis allows us to make a fair determination of the claim status, and gives our design engineers good feedback for continuous product improvement.” /

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Fuels & Lubes

everal factors will soon eliminate the universal heavy-duty diesel engine oils we’ve used for years. These changes will complicate life for fleet operators. For years, large fleet operators and oil marketers depended upon “universal” diesel engine oils. Many fleets utilized several engine designs, and they didn’t want to handle multiple oils to minimize maintenance errors. Oil marketers sought to minimize the number of oils they marketed to simplify logistics and minimize costs. The “universal” oil should become extinct by 2016 at the latest. On the diesel-fueled side of the house, changes will occur in 2016 due to the new federal fuel economy regulations. The EPA has changed the game by requiring reduced carbon emissions (GHG) and improved fuel economy. Engine OEMs will want to reduce EGR and advance injection timing to improve fuel economy. These changes will require significant engine reconfiguration. Most engine manufacturers currently think they also will need help from engine oils to meet their fuel economy targets. That’s why they formally requested a new diesel engine oil performance category (called PC-11 until commercialization) to be developed by 2016. Racers have long utilized less viscous (thinner), synthetic oils to produce significant horsepower gains. Both fuel economy and horsepower are realistic indicators of absolute engine efficiency, so reduced viscosity, synthetic oils also will improve fuel economy. But synthetic oils are expensive compared to mineral oils. Thinner oils also produce measurable fuel economy gains, but the diesel engine of today has been designed

8 December 2012 | Fleet Equipment

Fleet engine oils are changing BY JOHN MARTIN | CONTRIBUTING EDITOR

around SAE 15W40 grade oils. NASCAR and NHRA engine builders learned to incorporate less viscous engine oils by building engines with reduced connecting rod and main bearing clearances to maintain sufficient oil pressure, thereby protecting component durability. They also increased engine idling speeds. Current diesel engines can’t tolerate very thin oils without signifi-

The ‘universal’ oil should become extinct by 2016 at the latest.

cant reductions in component clearances. I think there will be two new diesel engine oils in 2016: A thin, possibly synthetic, oil that will be called “CK something” for 2016 and later model year diesel engines, and a more viscous “CK something” oil for prior model year engines. Be careful trying the less viscous oil in older equipment. Wide clearances will bleed off oil pressure, particularly at hot idle (you need about 20 PSI minimum). Also, minimize idling and increase idle speed since engines aren’t well lubricated at lower RPMs.

With President Obama’s re-election we also should see renewed interest in biofuels. That will probably translate into higher percentages of biodiesel in ULSD. Since biodiesel doesn’t evaporate as easily as ULSD, many biodiesel-fueled engines have encountered fuel dilution of the oil in the crankcase. To offset potential engine failures, many oil suppliers require shorter change intervals when using fuels containing higher concentrations of biodiesel. A biodiesel compatible oil will most likely be developed for B5 and higher fuels. The current interest in gaseous fuels (CNG, LNG and propane) also will require reformulated oils. Gaseous fuels tend to produce higher combustion chamber temperatures and consequently more oil oxidation than diesel-fueled engines. Since gaseous fuels produce so little soot when burned, engine oil requirements for soot protection are significantly reduced. This is a good thing, because ashless dispersants, which are used to improve soot handling capability, oxidize more rapidly at higher temperatures than other oil additives. Several oil marketers are currently developing engine oils for fleets utilizing gaseous fuels. One advantage for using gaseous fuel oils is that oil change intervals should be able to be increased significantly since these fuels don’t contaminate the crankcase oil as rapidly as ULSD or biodiesel blends. So, look for the possibility of as many as four new fleet engine oils, or three new oils plus reduced drain intervals for biodiesel-fueled engines by 2016. I told you life would be getting more complex. /

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Light & Medium-duty

ight-duty truck OEMs are focusing on offering best-in-class capabilities. Beyond consumer showrooms where pick-up trucks remain highly popular, Ford, GM and Ram remain focused on serving the needs of commercial users of their light-duty offerings. At Ford, F-Series Super Duty trucks for 2013 feature increased towing and payload capacities, as well as brake system improvements that enable higher payloads. Conventional towing capacity for the Super Duty model is now 18,500 lbs. and the payload capability is 7,260 lbs. A larger parking brake and an increase in brake rotor swept area of 16.4% front and 14.5% rear helps dissipate heat, especially on long downhill grades. These changes also support a 700-lb. increase in maximum gross vehicle weight rating to 14,000 lbs. The 2013 Ford F-150 is available with several engine choices, each mated to an electronic six-speed automatic transmission with tow/haul mode. Included are a 3.7L V6, rated 302 HP at 6,500 RPM, and 278 ft.-lb. of torque at 4,000 RPM; a 5.0L V8 at 360 HP at 5,500 RPM; a 6.2L V8, rated 411 HP at 5,500 RPM and 434 ft.-lb. of torque at 4,500 RPM; and a 3.5L EcoBoost engine at 365 HP at 5,000 RPM and 420 ft.-lb. of torque at 2,500 RPM. For fleet customers, Ford also has introduced a no-charge Special Service Vehicle (SSV) package. Available on SuperCab and SuperCrew, 4x2 and 4x4 models, and with 5.0L V8 or 3.5L EcoBoost engines, the SSV includes a high-capacity 220-amp alternator to support electrical needs and a 40/20/40 seating package with the center 20% omitted to maximize

10 December 2012 | Fleet Equipment

Raising the bar BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

space for in-cab aftermarket equipment. Production is now underway for bifuel 2013 Chevrolet Silverado and GMC Sierra 2500 HD extended cab pickup trucks. The vehicles feature a compressed natural gas (CNG) capable Vortec 6.0L V8 engine that has a combined CNG and gasoline range of more than 650 mi. GMC Sierra 1500 and Chevrolet Silverado 1500 pickups for 2013 include job-ready Work Truck models in crew cab and extended cab, and 2WD and 4WD configurations. Engines in the trucks, all mated to six-speed automatic transmissions, include a 4.3L V6 rated at 195 HP and 260 ft.-lb. of torque; a 4.8L V8 E85-capable 302 HP, 305 ft.-lb. of torque model; a 5.3L FlexFuel V8 E85-capable, rated 315 HP and 335 ft.-lb. of torque; and a 6.2L V8 E85 FlexFuel capable at 403 HP and 417 ft.-lb. of torque. GMC Sierra and Chevrolet 2500HD and 3500HD trucks include ten 2500HD and eight single- and dualrear-wheel 3500HD models in regular, extended and crew cab body styles in 2WD and 4WD. All are available with either a standard gas V8 or the Duramax 6.6L turbo-diesel rated 397 HP with B20 biodiesel capability and equipped with an Allison 1000 six-speed automatic transmission. The 2013 Ram Heavy Duty is offered with a B20 bio-fuel capable 6.7L Cummins diesel that produces 370 HP at 2,800 RPM and 850 ft.-lb. of torque. That engine, and the standard 5.7L Hemi V8 that delivers 383 HP at 5,600 RPM and 400 ft.-lb. of torque, are offered with six-speed automatic and manual transmissions.

For 2013, Ramâ&#x20AC;&#x2122;s chassis cab lineup has upgrades to powertrain, frame, suspension, body and electrical architecture. Diesel power with new sixspeed automatic and manual transmissions comes from a 6.7L Cummins producing 325 HP at 3,000 RPM and 750 ft.-lb. of torque that is backed by

OEMs are offering pickup trucks and chassis cabs engineered to higher standards.

an Aisin six-speed automatic transmission with PTO capability. The 2013 Ram 3500, 4500 and 5500 Chassis Cabs feature a new 3.6L Pentastar V6 engine, rated at 42% more horsepower and 13% more torque compared to the manufacturerâ&#x20AC;&#x2122;s previous 3.7L V6. Also available is a 5.7L Hemi V8 that provides 395 HP and 407 ft.-lb. of torque. To meet the demands of fleet customers, OEMs are offering pickup trucks and chassis cabs engineered to higher standards for a variety of market segments. /

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Tires & Wheels

ith the price of diesel persistently hovering at or above $4 per gallon, any reasonable new product, service or practice that can help mitigate overall fuel usage deserves exploring. The real life fuel efficiency of new truck tires is typically quantified by rolling resistance, the amount of power/energy required to push the tire down the road under a given load, inflation and speed conditions. Purchasing the correct new tires, however, is only part of the overall truck/tire/fuel economy relationship. For starters, understand that rolling resistance relates to, but is different from, fuel economy. The relationship is typically in the three to five range, meaning that a 4% improvement in tire rolling resistance may yield a 1% fuel economy improvement. Variables affecting this relationship include truck aerodynamic efficiency, speeds, inflation maintenance and stop/start frequency. For example, a fast-moving open car hauler with multiple delivery stops likely represents the vehicle/service type where tires make only a small difference in the overall fuel economy equation. In the opposite extreme, a speed limited closecoupled aero tractor with a skirted van trailer offers a huge opportunity for fuel economy with studied tire selection. Of course, driver education has a significant influence in both cases. A lesser appreciated fact is that approximately half of the over-the-road truck tire market is served by retreads, which also have an effect on fuel economy. Roughly half of a tire’s rolling resistance capabilities are generated by the casing, with the remainder dependent on tread materials. Therefore, the selection of high qual12 December 2012 | Fleet Equipment

Tires and fuel, a complex relationship BY ASA SHARP | CONTRIBUTING EDITOR

ity, fuel-efficient tread rubber compounds and retreading processes is critical to maintaining the energy efficiency of the used casing/new tread package. This is especially true for trailer, dolly, tag and pusher axles, since whatever low rolling resistance tires can provide is realized more on these free-rolling axle positions vs. highly torqued drive axle positions. A common practice has been to remove tires from service for retreading, often with significant tread depth remaining, with the belief that maintenance of casing integrity was en-

weights can be effective assists. The bottom line is that any maintenance practices (seasonal tire replacements, and the several items noted above) that can extend take-off mileages, allowing the tires to operate at the most fuel-efficient late wear stage, will reduce fuel costs per mile. Several other truck tire/fuel observations are noteworthy. First, real world fuel efficiency is a function of both the tire and the road surface over which it travels. Generally, less deformable surfaces are more energy efficient (e.g. concrete vs. thick as-

…rolling resistance relates to, but is different from, fuel economy. hanced. Equally important, many tires are removed due to premature shoulder, rib or other irregular wear, or driver complaints based only on visuals, with significant tread depth remaining. It is now well documented that rolling resistance improves significantly from new tire condition to a low tread pull point. This change typically exceeds the difference among tire brands and may even exceed the difference between traditional and newer “fuel-efficient” designs. Several points should be considered. First, high quality alignment and inflation maintenance programs, previously considered too costly, may now be cost justified if they can provide higher take-off mileages. More frequent visual inspections and lateral “palming” of steer tires to detect early onset of irregular wear and the use of adaptive internal balancing materials in place of traditional lead

phalt). This offset should be considered in future high-speed highway designs. Secondly, scrap tires contain more British Thermal Unit (BTU) content per pound than high quality anthracite coal and could provide a mostly unused (at present) source of fuel for power generation, brick making kilns and other high temperature burning operations. Transportation of used tires as low value freight has hindered this application. Good planning of future power generation facilities and coordination with scrap tire sources could alleviate the transportation/storage cost and enhance the usage of this recycling opportunity. Lastly, traffic congestion caused by roads inadequate for their volume is a serious fuel economy restriction, since standing vehicles have no fuel efficiency whatsoever. /

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Training Techniques

Celebrating training excellence BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

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he rapid pace of technological change has become a hallmark of our industry, and ongoing technical training is a way of life these days. As we struggle to cope with the challenge of keeping our technicians up to speed, it’s important to take the time to recognize those programs and organizations that represent the best in training excellence. Each year, the Automotive Training Managers Council (ATMC) takes the time to do just that. As I’ve mentioned in past columns, ATMC is a non-profit organization dedicated to the advancement of training and professional development within the automotive service industry. A member of the ASE Industry Educa-

14 December 2012 | Fleet Equipment

tion Alliance, ATMC helps members keep up with innovations in automotive training delivery by facilitating interaction among its members and serves as a leadership forum for training professionals to promote world class training standards in the transportation industries through the sharing of best practices. At the Automotive Aftermarket Products Expo (AAPEX) during Industry Week in Las Vegas in November this year, ATMC presented its prestigious National Excellence in Training Award to four industry firms in recognition of their outstanding training programs. These awards are given annually and are designed to emphasize the impor-

tance of training to the success of the transportation industry. Those programs selected for recognition represent some of the best training available, and offer a window into the best practices and latest training technology. Judged by a panel of ATMC training professionals, these programs were selected from among numerous submissions for their ability to meet training objectives in a highly effective and innovative manner. The ATMC National Excellence in Training Awards program is open to any training organization that would like to submit their program for evaluation. The 2012 recipients are: • Federal Mogul Technical Education Center for its program ABS, Stability and Traction Control Diagnosis • The National Alternative Fuels Training Consortium for its program Electric Drive Vehicle First Responder Safety Training • NAPA Autotech for its program Volumetric Efficiency with Pressure Wave Forms • The Natural Gas Vehicle Institute for its program CNG Vehicle Fuel System Inspector The winners selected this year offered a diverse collection of content, but what they all had in common was a commitment to provide the very best training possible. Their achievement points the way toward the future and sets the bar just a little bit higher. It’s important to recognize these deserving companies and the personnel who contributed to the development of some of the most outstanding training programs in the industry. That recognition is particularly appropriate when it comes from training peers, and the membership of ATMC benefits from the idea exchange and opportunity to meet the training challenge together. If you’re interested in finding out more about how to join this group of training professionals, visit its website at www.ATMC.org. We salute those achieving this well-deserved national recognition, but outstanding results in training happen every day whenever technicians leave better prepared than when they arrived for a class. Take the time to celebrate the small wins, just as we do the big ones. Together, they form the path to the future. /

IndustryNews ACT reports trailer orders surged in October New trailer orders rose by nearly a third from September to 24,707 units in October. This update on industry performance was reported in the latest State of the Industry: U.S. Trailers, published by ACT Research Co. “Dry vans were responsible for much of the month-over-month industry gain,” said Frank Maly, director of CV transportation with ACT Research. “Another welcome move for the industry was the gain in backlogs, the first backlog increase since April. Quotation activity is reportedly strong, suggesting that peak order season should unfold as expected over the coming months. Rising orders and subsequent backlog gains through Q1 will sustain the industry though the period of soft orders that should begin in late Q2.” More information about ACT, a publisher of new and used commercial vehicle industry data, market analysis and forecasting services for the North American market, can be found on the company’s website at www.actresearch.net.

CKCVR Fleet Study indicates more orders for Class 8 vehicles in 2013

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CK Commercial Vehicle Research said it has completed its Annual Fleet Study for 2012. Seventy-seven representatives from small, medium and large for-hire, private and government fleets responded to this year’s questionnaire. The study is a valuable resource for anyone interested in commercial vehicle demand for 2013, CKCVR said. The full report offers detailed information regarding fleet equipment buying plans for 2013, including brand choices and technology specifications for both power units and trailers by fleet activity and expected volumes. For more information about the study, e-mail chris@ckcvr.com or visit www.ckcvr.com

Labelmaster releases GHS tool Labelmaster, a manufacturer and distributor of regulatory compliance products, has just released an expanded version of its GHS reference tool. The new 16-page GHS Product Guide features a complete line of training materials, labels, pictograms, mini pictograms, custom labels, printwww.FleetEquipmentMag.com 15

ers, printer accessories, SDS binders and software to help customers meet the revised OSHA Hazard Communication Standard (HCS). Information is organized in a userfriendly format that is easy to follow. The guide contains pertinent information about compliance requirements, detailed information about labeling requirements and an implementation timeline. To receive the guide, call 800-621-5808, fax 800-723-4327 or email sales@labelmaster.com. Labelmaster also has regulatory experts on staff to answer questions and provide compliance assistance.

Western Star hits the road to showcase fuel-efficient package Western Star Truck Sales Inc. announced that its 4900SB model with fuel-efficient (FE) package is now touring dealerships across the U.S. Scheduled for the remainder of the year and throughout 2013, the tour will highlight the fuel-efficient features of the Western Star 4900SB FE truck. Equipped with the Detroit DD15 engine, the 4900SB FE combines aerodynamic features and lightweight options to improve fuel economy. Ideal for fleet, long-

haul bulk and manufacturing segments, the truck features a wrap-around front bumper, underhood air cleaners and sloped hood, while maintaining Western Star’s classic exterior styling, the truck maker said. Powered by the fuel-efficient DD15 engine, the 4900SB FE is ideal for companies that want to reduce transportation costs by maximizing fuel efficiency. “This tour demonstrates how Western Star’s engineering, together with Detroit engine technology, can significantly reduce fuel consumption and ultimately positively impact a company’s bottom line,” said Ann Demitruk, director of marketing for Western Star. “Western Star is proud to showcase another solution that meets our customers’ needs for a tough and rugged truck without compromising fuel efficiency.” For more information, visit www.WesternStar.com.

Stertil-Koni awarded bid with CTA for heavy-duty truck lifts

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Stertil-Koni, a maker of heavy-duty vehicle lifts, announced that it has been awarded a major competitive bid with the Chicago Transit Authority (CTA) to produce and install 54 high-capacity, environmentally friendly inground vehicle lifts. According to the company, the award calls for Stertil-Koni to deliver the company’s ECOLIFT, which the company said uniquely combines high pressure, low volume hydraulics and only requires 3.5 gallons of fluid per scissor. CTA has ordered two models of the ECOLIFT, a 2-scissor configuration with lifting capacities of 60,000 lbs. Lifts are scheduled to be installed in the first quarter of 2013. Stertil-Koni president, Dr. Jean DellAmore, stated, “We are delighted that Chicago Transit Authority has selected the ECOLIFT for this significant contract. The ECOLIFT is engineered to be high performance, low maintenance, competitively priced and friendly towards the environment. Equally important, Stertil-Koni is also proud to be helping to create jobs right here in the U.S.” / 16 December 2012 | Fleet Equipment

Trailer TOPICS Doing the math on CSA lighting infractions O ne of the things that emerges from a study of CSA fleet regulations is that lighting infractions are one of the leading reasons a fleet’s maintenance score can deteriorate. It’s not just that a non-functioning tail lamp is a six point violation—in 2011, lighting violations accounted for four of the top 11 violation categories, or 22.3% of all violations. This adds to the fact that lighting violations are one of the easiest categories to prevent and control. Hard to believe? Let’s take a look at a medium-sized fleet that uses 100% incandescent stop/tail/turn lamps. A 2,000-trailer fleet has 8,000 stop/tail/turn lamps in circulation. At a 3.5-year average life expectancy per bulb, divided by 365 days per year, that fleet will experience approximately six STT failures per day, which creates more than 2,000 downtime episodes per year. And before all those downtime episodes, there are more than 2,000 chances for an on-the road lighting violation, which could result in a parked truck waiting hours for a $150 road service call. This, of course, is a tremendous drag on a fleet’s productivity. Not only is there the cost of the new replacement lamp itself, there is the cost of getting the trailer to a maintenance facility to check out the reason for the fault, then to fix the problem—plus the potential delivery delay of the cargo. This is why many fleets are replacing obsolete bulb lamps with LED technology. However, some fleets still balk at the initial cost of the more expensive LED lamps. They either keep their incandescents in place, putting off re-

placement until a new batch of trailers is ordered, or try to find the least expensive LED lamps to hold down initial cost. The key point to realize is that a successful LED conversion program should not be identified primarily as a cost. It’s an investment in fleet operational productivity and company-level profitability with a goal of lowering the number of on-the-road lighting failures and subsequent maintenance events caused by lighting. In other words, the lamp upgrade goal should be increasing overall fleet productivity and profitability. The CSA dividend will come automatically. If this process is executed correctly, unplanned downtime caused by lighting systems can be reduced to an infinitesimal fraction of the previous program. Here are the characteristics of a successful incandescent to LED lamp conversion program: • First and most important, the LED lamps chosen should be of the highest quality. When it comes to design sophistication, ruggedness both of structure and electronics, protection from voltage spikes and electromagnetic interference, lens design, mounting design, etc., there are different levels of quality among various lamp designs and among suppliers themselves. The lamps may look the same, but often they don’t perform the same. • The quality of LED diodes themselves varies tremendously, and so does life expectancy. Low quality LEDs fall out of spec more quickly and start to dim unevenly or just burn out. And the electronics within bargain lamps

do not stand up as well to the vibration, corrosion and rigors of the highway environment, causing them to fail significantly more quickly. According to Grote, the company exhaustively tests lamps against all competition and has data to prove it. • Another issue is the integrity of the harness and the connections both within the harness and between the harness and the lamps. When you invest in LED technology, you want to protect your investment by selecting an entire lighting system as reliable as the LED lamps themselves. Thus the design of the connectors and the number of connections is a concern. There are different connection designs in the marketplace and their resistance to corrosion varies because the designs of the seals between lamp and harness have different characteristics. LED lamp technology can outlast the equipment on which it is installed, so it does little good to source the best lamps and mate them to a connection system that allows corrosion to cause system failure anyway. The goal should be no unplanned downtime due to the entire lighting system. When fleets conclude that they need to seriously address downtime, productivity and their CSA scores with a comprehensive lighting strategy, they need to invest in their future using investment-quality lighting equipment. A low initial expense strategy usually produces a lower return on the bottom line. /

Information supplied by Tom Draper of Grote.

www.FleetEquipmentMag.com 17

Equipment Management

Leveraging engine data Engines continue to provide information to help fleets better manage assets These days, fleets have the ability to gather extensive data from the electronic control unit (ECU) on their diesel engines and leverage that information to control operating costs. We asked engine makers to explain how fleet equipment mangers can best use that information.

Monitoring & maximizing fuel economy Todd Wickstrum, product planning manager of powertrain for Peterbilt Motors Co., reports, “Most of our customers have developed their own methods to track information on their vehicles. We will occasionally get involved when one of our large fleet customers is looking to make some changes in their fleet to improve fuel economy or new customers that aren’t sure how they want to spec a truck for their application. We will gather trip reports off the engine and analyze their idle times, average cruise speeds, time spent in different RPM ranges and PTO time, along with a lot of other data, to determine the optimum vehicle configuration or identify areas for improvement or driver training that could lead to improved efficiency or fuel economy.” Wickstrum continues, “Occasionally, we will send a data logger to the customer and this will provide us with a lot more information. We can

18 December 2012 | Fleet Equipment

see detailed information about how much torque they are using, and at what vehicle speed and engine RPM. We can analyze shift points and rate drivers’ shift patterns. This will also monitor engine parameters while it is logging the data, so we can see the impact to fuel consumption, engine oil and water temperatures, to name a few.” According to Brad Williamson, manager of engine and component marketing for Daimler Trucks of North America, “Detroit has a group of professionals specially trained on all the necessary tools, knowledge and trends to ultimately lead to great fuel economy. Our fuel economy specialists work with our customers, dealers and our sales teams to ensure they understand how the fuel economy game starts on day one with spec’ing the right truck and powertrain, and continues for the life to truck. They utilize proprietary engine software to monitor (and educate our dealers and customers how to monitor) all of the factors that contribute to industry-leading fuel economy. They also keep current with new trends in fuel economy tools (such as trailer skirts, widebased tires, etc.) to understand how these new developments mesh with proven methods. In general, our “special fuel economy ops” team is a highly-trained and knowledgeable

group that spends countless hours educating, training and collaborating with our dealers, customers and sales teams to ensure Detroit and DTNA is the industry leader in fuel economy.” Louis (Lou) Wenzler, technical sales support director for Cummins Engine Co., says, “Today’s on-highway heavy-duty engines all utilize electronic control modules (ECMs) to control important engine subsystems such as the fuel system and EGR system, as well as the aftertreatment system.” He goes on to say that Cummins is unique in offering a proprietary software application that makes it easy for fleets to interact with the ECM to program an engine’s electronic features and parameters, gather trip information and manage fault codes. Fleet managers can control settings of electronic features like Load Based Speed Control (LBSC), Gear Down Protection (GDP), or idle shutdown to ensure engines are operating as efficiently as possible. LBSC is a Cummins exclusive feature that limits the engine RPM when not needed—to save fuel and reduce driveline wear. When needed, LBSC will allow the engine to operate at the full-governed speed when operating with heavy loads and/or on moderate grades, or when making gear changes. LBSC encourages

proper driving techniques and improves fuel economy. GDP helps to maximize running the transmission in top gear, keeping the engine operating at a lower RPM for better fuel economy and engine life. GDP can be used in conjunction with LBSC to limit engine operating speeds throughout the vehicle’s entire operating range, Wenzler adds. Fleet managers also can examine trip information such as miles driven, miles per gallon and idle time to assess operation of either a specific vehicle or the fleet as a whole. And, the fault code management capability allows them to read any fault codes that have been logged, making it easier to get accurate repairs. According to David McKenna, director of powertrain sales and marketing for Mack Trucks, “Information today is an absolute key to optimizing the complete truck operation. The information must be accurate and applicable to advancing the customer value proposition. Mack Trucks uses a system, Logged Vehicle Data (LVD), which records all aspects of the vehicle operation. We can filter literally thousands of available data points to suit the customer’s need for information. With this data, we work directly with the customer to optimize total vehicle performance. Generally, this would be enabling some vehicle manage-

ment and control (V-MAC) features and/or settings. Each customer is different, and each customer may operate vehicles in very different duty cycles, so “one size fits all” or “one setting suits all” is simply not acceptable. Working with real-world data allows us to tailor each V-MAC performance to each need.” “Volvo Trucks’ Remote Diagnostics leverages vehicle data to improve the productivity and profitability of our customers,” says Conal Deedy, Volvo Trucks product manger—communications and electronic. Remote Diagnostics, standard on every Volvo-powered VN model highway truck, provides uptime support through proactive diagnostic and repair planning assistance with detailed analysis of critical diagnostic trouble codes. The remote communication platform facilitates live dealer and customer communication through Volvo Action Service, the truck maker’s 24/7 support team. Proactive diagnostics streamline service procedures with confirmation of parts on-hand before a truck arrives at a service location, increasing uptime, Deedy adds. Remote Diagnostics also provides service case communication and documentation among Volvo Action Service, dealers and customers through ASIST, Volvo’s web-based service management tool. Remote

www.FleetEquipmentMag.com 19

Equipment Management Diagnostics comes free of charge for two years with the purchase of all new Volvo trucks. Volvo Link provides remote access to a rich set of vehicle performance data, Deedy notes. Customers can access a variety of vehicle performance reports, including fuel efficiency and vehicle utilization reports that demonstrate how their vehicles are being used and pinpoint areas for improvement. Priority diagnostic trouble codes can be

sent to customers by email within five minutes of being detected on the vehicle. Volvo also helps customers optimize their vehicle specs based on logged vehicle data. The company works with customers to analyze how their vehicles are being used and can recommend a specification to match the customer’s usage profile.

Trip history & maintenance There are many good options for

tracking this information, says Detroit’s Williamson. “The most basic is to pull information from the engine ECM and track trends. A method that is becoming more common is to utilize telematics systems, such as Detroit’s Visibility Package, to monitor the main factors contributing to fuel economy and keep track of mileage/hours to ensure maintenance intervals are met. To leverage this information, regardless

Onboard diagnostics & maintenance software The integration of onboard diagnostics with maintenance management software offers added value to fleets. Data transmitted from a truck can generate realtime alerts and create work-pending forms, said Dave Reed, fleet management consultant with Arsenault Associates. For example, Arsenault’s Dossier maintenance management software integrates with Networkfleet and other onboard systems to deliver key information in real-time, without the need for manual date entry, Reed said. The onboard device gathers data from an engine’s engine/electronic control module (ECM) and transmits essential information wirelessly. The data flows directly into Dossier, eliminating manual data entry and the almost unavoidable lost time and errors. Transmitted information includes real-time fault codes, commonly referred to as diagnostic trouble codes (DTCs). “When a failure or a fault code is generated by a unit, it is immediately transmitted to Dossier,” Reed said. “The alert shows up on the Dossier screen with the priority your fleet has assigned to that particular code.” Reed cited the example of a slightly overheated condition that will generate one code, while a more severe condition will generate another. “If it’s a slightly overheated condition, say 230˚, you might assign that code a lower priority than one that indicates a temperature of 290˚. That would be another code and a higher priority,” he explained. Similarly, a high fuel pressure alert might be less urgent than a low fuel pressure alert. “If I lose my pressure, the engine’s not going to run,” Reed noted. If a high-priority fault is critical, the fleet can contact the driver through its mobile communications provider. Otherwise, they can send a text or call the driver. “The message could be, ‘Hey, you might not realize

20 December 2012 | Fleet Equipment

this but six of your eight ABS brakes have failed and you need to stop now. You’re in a dangerous situation,’” Reed said. Users can assign their own words to any given code, he noted. “Fleet managers and techs will respond more quickly to an alert that uses the word ‘urgent,’ for example.” Reed said wireless, real-time integration of onboard diagnostics and maintenance software can make it easier to deal with failures on the road. “Say a moving truck generates the low fuel pressure alert. The alert is received and immediately posted to the fleet manager’s screen,” Reed said. The on-board provider’s GPS will show the location of the unit and a nearby vendor can be selected for a repair, he continued. Depending on the maintenance application, a repair description and authorization can be sent to the vendor and the driver can be directed to the vendor’s location. “In Dossier, the fleet manager will immediately see that truck’s maintenance history and can generate a repair order with a mouse click. If the vendor creates the repair order, it can be imported into Dossier so that manual data entry is unnecessary,” he said. Wireless communication and software integration save time, eliminating steps and opportunities for error. Beyond partnership integrations like Dossier with Networkfleet, some maintenance management applications can communicate with onboard systems through application programming interface (APIs), software modules that enable disparate systems to exchange information with a minimum of programming effort. “That means you can link virtually any onboard diagnostic system with any maintenance software provider that, like Dossier, offers an API,” Reed added.

of how it is obtained, the fleet must have working knowledge to make the information valuable—and this is another place where our fuel economy ops team provides unmatched expertise.” “Trip reports are probably the best way to track vehicle history.” says Peterbilt’s Wickstrum. “This will give overall history and can be reset to track a particular route or time period.” Cummins’ Wenzler points out that his company’s PowerSpec makes it easy for fleet equipment managers to connect to an engine’s ECM via the datalink connector in the vehicle in order to extract trip information and other information for review and analysis. Information is displayed in a format that makes it easy to read and understand. Some examples of trip information and how it can be used are: • Idle time. By examining trip data from a group of vehicles, one could easily determine the fleet’s average idle time and identify vehicles that report the highest idle time. This could provide an opportunity to coach drivers about reducing idle time and/or alert the fleet manager of the need to enable the idle shutdown timer. Every hour of idle time that is eliminated can raise a vehicle’s MPG by as much as 1%. • Percentage of time spent operating in top gear. An accepted rule of thumb for line-haul vehicles is that greater than 90% of time in on-highway operation should be done in top gear in order to achieve maximum fuel economy. Every 10% drop of time in top gear equates to a 0.5% drop in fuel economy. By examining trip information, a fleet manager could easily determine which vehicles are not following this standard. • Number of sudden decelerations. This information in the trip report can be useful to determine potential aggressive driving behavior, such as tailgating, providing an opportunity to advise and coach drivers on modifying or improving driving behaviors. • Number of brake pedal activations. The maintenance manager

could use this data to guide maintenance technicians on routine maintenance to inspect for brake lining wear. This information may allow fleet managers to advise drivers on the use of the engine (compression) brake to help reduce maintenance costs on vehicle service brakes. Mack’s McKenna talks about the advantages of the truck maker’s V-MAC IV electronics that come with DataMax to track vehicle trip histories, duty-cycle information, scheduled maintenance intervals—and preventive maintenance. “DataMax provides the real-world data that allows fleet managers to work with drivers on improving performance and advises the driver via Co-Pilot of upcoming service intervals,” He says. Volvo’s Deedy says, “Volvo Link provides remote access to key vehicle performance data and other information to manage vehicle and fleet productivity and profitability. The Volvo Link ‘Locate’ package reports vehicle location, speed and odometer at customer configurable intervals. Detailed trip information reported through Volvo Link includes: RPM history report, speed history report, vehicle stability report and fault status report. In addition, customers can use ASIST for service quotations and service planning.”

Advancements & GHG14 As our industry moves toward the next government legislation related to fuel efficiency, there will be some changes for engines as part of the equation. Detroit’s Williamson notes, “It is not so much the changes to engine electronics, but the changes in telematics and the information available at a fleet’s fingertips. The easiest way to gather information is by pulling engine ECM information for analysis—today you have to directly reach the trucker (and buy the OE software) to attain much of the necessary information. In the future, with the development of Detroit Virtual Technician and visibility (and other similar systems) fleets (and others)

will be able to pull real-time data on fuel consumption, idle time, time in top gear and much more, which will allow them to optimize how their drivers drive and should lead to increased driver training, and ultimately, improvements in fuel economy. “ Wenzler at Cummins notes, “In 2013, all on-highway engines will include on-board diagnostics (OBD) as part of the emissions regulation equipment. Cummins has experience with OBD, with a proven system that has been used on thousands of on-road vehicles since 2007. The on-board diagnostics system continuously monitors performance of the emissions system, providing alerts via a malfunction indicator lamp (MIL) on the instrument panel. If the OBD system detects any emissionsrelated malfunctions, it will alert the operator by illuminating the MIL.” EPA and NHTSA have enacted new greenhouse gas (GHG) and fuel economy standards, which take effect in 2014 and 2017. Wenzler said Cummins’ entire onhighway engine lineup is fully certified to meet the 2014 fuel economy and greenhouse gas regulations. Meeting these regulations a full year ahead of schedule allows Cummins to deliver better fuel economy and reduce carbon dioxide emissions, he adds. As for the future, Mack’s McKenna says, “Vehicle performance will be further enhanced with automated advanced logic that will allow the vehicle to think and apply the best available solution to the duty demand that is currently being encountered. One example of this is Mack LoadSense, which allows an acceleration rate based upon load. LoadSense measures the amount of energy required to accelerate to the desired speed. A full load may require 100% of available power. With a less-than truck load or an empty trailer, the driver could request 100% of available power and the system could allow all of this power to move a light load. But that wouldn’t hapwww.FleetEquipmentMag.com 21

Equipment Management

Rapid Response: 800-930-7204 ext. 45022

pen with LoadSense, because it manages the acceleration rate to save fuel. This is completely an automatic functionality that uses realtime data. Volvo’s Deedy adds, “In the future, trucks will have more capabilities to be configured remotely or optimized for where they are traveling or how they are loaded. Trucks are becoming more and more intelligent and connected, which opens up many opportunities to improve efficiency and reliability.” Wilkinson adds, “One thing that fleets will see with OBD13/GHG14 is an increase in the number of lights drivers see. OBD will begin using the check engine light and the malfunction indicator lamp more frequently to notify operators that the engine or truck has emissions compliance issues. In many cases, this will be an initial signal that the vehicle’s emissions system needs to be checked, but drivers typically fall into two categories: (1) Drivers see any light and get it checked immediately, resulting in more time off the road; and (2) Drivers see a light and ignore it until there is a noticeable problem— meaning more serious issues with emissions compliance, and potentially engine issues.” He goes on to point out that by using a system like Detroit Virtual Technician that evaluates these lights, notifies the fleet/operator of the severity of the issues and then recommends corrective action, the system will help both types of drivers by instructing the cautious driver that it is not serious and that the driver should have it checked at a later time or at the next service interval. It also will help the driver who ignores the lights to know when he or she has a serious issue, and what the necessary (and some times immediate) corrective action entails. This will save the fleet money and ultimately reduce downtime, regardless of the type of driver and increase in lights. /

22 December 2012 | Fleet Equipment

Data software collection The right software is needed to get the most out of engine data. As an example, TMT Fleet Maintenance software by TMW Systems makes use of engine bus data that is collected by thirdparty systems, according to TMW. The “FuelMaster Import” module is designed to work with the FuelMaster fuel management system from Syn-Tech Systems Inc. Fleets using FuelMaster for automated fuel dispensing and tracking have an automotive information module (AIM) unit installed on the vehicles that collects and stores engine data information and sends it to the fuel management unit by RF (radio frequency) during fueling operations. With the software, the onboard diagnostics (OBD) data can be transmitted as a file to the fleet office, where the Database Event Monitor for TMT can access and read the file contents. For each trouble code in a given unit’s data record, TMT Fleet Maintenance software can generate a “Pending Work Order” in the system for manager review, acceptance and shop scheduling, even identifying the repair shop assigned. Automatically, the software will check to see if the trouble code is already noted on a pending work order, and if so, it will not be duplicated. Multiple trouble codes for the same unit all will be added to the same Pending Work Order for planning and maintenance efficiency. In addition to detailed time stamp, vehicle identification and service location data for each trouble code is identified for fleet use.

Rapid Response: 800-930-7204 ext. 45023

Specs Fleet Profile

Award-winning Muñoz Trucking is addressing safety from all angles

“S

afety means everything,” says Juan Pablo Muñoz, president of Muñoz Trucking. “We want to be sure our drivers return to their families and that the motoring public is as safe as possible when they are near one of our trucks.” Headquartered in El Paso, Texas, Muñoz Trucking offers dry van truckload service in the lower 48 states and Canada with a fleet of 79 tractors and more than 100 trailers. Founded in 1989, the carrier also offers transloading, storage and lumper services for loads in and out of Mexico, and operates a warehouse of over 16,000 sq. ft. where it provides short- and longterm storage, along with cross dock services.

Outweighing cost

Juan Pablo Muñoz President

24 December 2012 | Fleet Equipment

A multi-faceted approach is helping Muñoz Trucking maintain the highest attainable safety record. “One of the ways we do that is by operating only

up-to-date equipment,” Muñoz states. “Our suppliers help us stay updated on the latest safety features and their benefits, and about the safety enhancing technologies we can specify for our tractors and trailers. All of the things we are currently spec’ing more than outweigh their cost.” Now operating in the Muñoz Trucking fleet are 70 late-model Volvo VN780 tractors. Some of the safety enhancing technologies that Muñoz points to on the tractors include steer axle disc brakes and the Volvo I-Shift two-pedal, automated mechanical transmission that features a brake program mode for maximum retardation when a vehicle needs to slow down. The fleet’s newest tractors also are equipped with Volvo Enhanced Cruise (VEC) with Active Braking, which utilizes a radar sensor placed behind the front bumper to help maintain a safe following distance from slowing vehicles and identify

Muñoz Trucking Tractor Specifications

stationary objects in a truck’s path. The VEC system provides visual feedback on the instrument panel and driver information display, audible warnings and braking intervention to help reduce the potential or severity of a crash. If braking intervention becomes necessary, VEC with Active Braking reduces the engine throttle, applies the engine brake, and when needed, applies up to two-thirds of service brake power.

Safety process Muñoz Trucking also employs a threephase safety process for its drivers. In Phase 1, the focus is on staying informed of the newest safety regulations and industry trends, with specific attention paid to CDL status, driver physicals, driver logs and other documentation. Phase 2 focuses on enforcing safety policies and identifying potential driver issues. Phase 3 rewards safety compliance, providing driver bonuses for every clean DOT inspection and a year-end bonus for remaining accident-free throughout the calendar year. The safety practices at Muñoz Trucking are enforced in each department at the company. “For example,” says Pascual Muñoz, vice president, “it’s my job to train our dispatchers and our maintenance department to work with our drivers to make sure they operate safely and have the safest equipment. That includes our maintenance/warehouse manager, the assistant manager/city driver manager, three diesel mechanics and two trailer technicians. This training is a minimal investment for such huge results.”

Award winner Those results at Muñoz Trucking in-

clude being named a winner of the 2012 Volvo Trucks Safety Award. The annual program, now in its fourth consecutive year, also is supported and sponsored by Michelin Americas Truck Tires. As a winner announced at the American Trucking Associations Management Conference & Exhibition, Muñoz Trucking received $25,000 to be used toward safety-related activities. In early 2012, Volvo Trucks invited fleets across the U.S. and Canada with more than five Class 8 trucks to apply for the annual awards. The awards are given in two categories, one for fleets with less than 20 million miles of annual operation and the other for those with more than 20 million miles. Fleets were ranked by their accident frequency rates using the U.S. Department of Transportation definition of a “recordable accident,” as well as their accident prevention programs. Muñoz Trucking received the Volvo Trucks Safety Award in the under 20 million miles category. During 2011, the company had zero recordable accidents over 10,195,060 miles of operation. “Muñoz Trucking has clearly demonstrated the importance of safety within its organization,” Magnus Koeck, Volvo Trucks vice president of marketing and brand management, said during the awards ceremony. “We’re pleased to acknowledge that commitment and how it translates into safe performance on the road.” The importance of recognizing the commitment to the safety of employees and others at Muñoz Trucking was noted by Michelin, as well. “By recognizing fleets that strive for zero accidents through their active safety programs, we encourage the industry to promote what we value,” said Jaye

Model: Volvo VN780 Wheelbase: 223 in. Engine: Volvo D13; 425 HP @ 2100 RPM, 1,750 ft.-lb. Transmission: Volvo I-Shift, 12-speed automated mechanical Driveshafts: Meritor Front Axle: Meritor Rear Axle: Meritor Rear Suspension: Meritor Brakes: Bendix, steer axle disc Tires: 295/75R22.5H Bridgestone steer; 445/50R22.5 Michelin X One XDA Energy drive 5th Wheel: Fontaine 6000 Air Compressor: Meritor WABCO 31.8 CFM Air Dryer: Meritor WABCO Fan Clutch: Kysor on/off Batteries: Volvo Starter: Volvo Alternator: Delco 165 amp Seats: National Fuel Tanks: dual 150-gal. Paint: Dupont

Muñoz Trucking Trailer Specifications Models: Wabash, Great Dane, Utility 53-ft. dry vans Axle/Suspension/Brakes: Hendrickson Vantraax, sliding; Quik-Draw pneumatic pin release system Oil Seals: Stemco ABS: Bendix

Young, Michelin Americas Truck Tires country marketing manager. “Many fleets are striving for improved safety for their drivers and all motorists using the highways. We encourage the trucking industry to adopt the best practices of this year’s award winners.” At Muñoz Trucking, notes Juan Pablo Muñoz, everyone takes great pride in serving customers and working hard to maintain their trust. “Our customers know they can count on us to provide superior service,” he says. “We know we always strive to do everything possible to operate as safely as we can. There simply isn’t a price you can put on safety.” /

www.FleetEquipmentMag.com 25

Before

After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Meritor

Drivetrain components:

Axles, suspensions and u-joints “R

ising fuel costs are driving up the value of lightweight components that reduce fuel consumption and increase the ability to haul more payload,” says Steve Slesinski, director of global product planning for Dana’s Commercial Vehicle Driveline Technologies. “By employing advanced weight-saving technologies, fleets can take advantage of incremental fuel savings that can add up significantly over time.” A tractor spec’d with a 6x2 axle configuration can save from 300 to 400 lbs. over a typical 6x4 configuration, Slesinski points out, since it does not require an interaxle differential, interaxle driveshaft, u-joints, and the internal gearing needed to connect and transmit torque to a second drive axle in a tandem. In addition, by eliminating the second drive axle, parasitic losses in the drivetrain

26 December 2012 | Fleet Equipment

are reduced, resulting in additional incremental gains in fuel efficiency. While Slesinski estimates trucks equipped with a 6x2 versus a 6x4 configuration can increase fuel efficiency by about 2%, he quickly adds that it’s important to remember that 6x2 axle configurations offer reduced torque and traction. Also, the estimated resale value of a 6x2 is reported to be between $4,000 and $7,000 less than a comparable 6x4. Most on-highway applications utilize a 40,000-lb. capacity tandem drive axle designed to meet a broad spectrum of application requirements. In many cases, Slesinski relates, this means fleets can be using products that are over-spec’d and heavier than required. For customers looking for weight savings but not willing to give up the tractive and torque benefits of a 6x4

configuration, one of Dana’s latest offerings is its Spicer Pro-40 tandem axle. Engineered to be approximately 100 lbs. lighter than competitive products, according to the company, the Spicer Pro-40 is designed for 80,000 lb. GCW applications with engines up to 475 HP and 1,750 ft.-lb. of torque with overdrive transmissions. The axle is available in a range of ratios from 3.25 to 3.91 for linehaul, regional and city delivery fleets.

Impacting choices A number of factors are impacting axle choices by fleets, including the need for lighter weight configurations, notes Charlie Allen, general manager of rear drive axles at Meritor. Other issues include direct or overdrive transmission choices, faster axle ratios, pending engine changes including higher torque ratings, and

Meritor

a traditional 6x4 configuration. The Meritor FueLite and SmarTandem axles include the manufacturer’s DualTrac housing that allows the option of running wide-based single tires or duals, and can be configured with ratios in a range from 2.50 to 4.10 to match application needs.

Trailer axle-suspension solutions

Dana

in some cases, lower cruise speeds. “In all cases,” he says, “drive axles must have the durability and lifecycle expectations to meet fleet needs. Million mile axles in linehaul applications are common and expected.” Meritor’s SmarTandem axle addresses some of these considerations by reducing weight by 30% and by using traction controls to address 6x2 axle traction deficiencies. The electronic control technology provides tandem functionality by sensing operating conditions. Meritor also recently unveiled the FueLite tandem axle, the first member of its SoloDrive Series axles, which features 6x2 tandem rear axles. Based on the Meritor 160 series drive axle, the FueLite tandem axle is designed for linehaul applications while delivering nearly 400 lbs. in weight savings when compared to

“SAF-Holland has been working to meet fleet requests for trailer suspension-axle systems that include weight reduction for increased fuel efficiency and carrying capacity,” says Bill Hicks, director of product planning for trailer systems. Included are the company’s new SAF brand CBX Series trailer suspension axle systems, including sliding tandem, fixed frame and self-steering suspen-

SAF-Holland

sion models with capacities from 23,000 to 30,000 lbs. The CBX Series, according to the company, features SAF Fusion Beam Technology that combines casting and fabrication technologies to reduce suspension system weight without impacting performance or strength. This is accomplished through the fusion of a cast beam and a fabricated tail section. SAF-Holland also is offering its CBX Self Steer Axle (SSA). Combining SAF axle technology from Germany

with North American-based CBX Series air suspensions, the SSA system is available with two different steer angles, including 20 degrees or 25to-30 degree wheel cut models. Various capacities are available in the series, including the CBX23 and CBX25 models that are rated at 23,000 lbs. and 25,000 lbs., respectively, and the CBX25/30 that offers an additional 30,000 lbs. of load carrying capacity at a creep speed of 5 MPH or less and 25,000 lbs. of capacity for on-highway operation.

U-joints When it comes to u-joints, says Karl Mayer, senior product line manager of drivelines at Meritor, manufacturers have a product for every need. “Some fleets prefer to grease ujoints while others choose an extended lubrication interval or permanently lubricated designs,” he relates. “Fleets specify depending on their vocation, application and maintenance practices.” Greasable u-joints typically have recommended grease intervals for on-highway applications of 40,000 to 50,000 miles. Extended lubrication options reduce the number of required lubrications over the life of the truck, in some cases doubling the interval to 100,000 miles for some vocations. Permanently lubricated designs are sealed for the life of the vehicle.

Resources Dana Spicer – www.roadranger.com Meritor – www.meritor.com SAF-Holland – www.safholland.com

www.FleetEquipmentMag.com 27

Before

After(market)

“The requirements of the u-joint— to transmit torque at varying angles and speeds—have remained the same for years,” Mayer says. “Technical approaches in material and design have been aimed at transmitting ever increasing torque levels while retaining a relatively small envelope or swing diameter. “With the never ending quest for improved fuel economy,” Mayer

adds, “fleets are specifying direct drive transmissions with very fast axle ratios to reduce engine RPM while maintaining desired highway speeds. The trade-off with this approach is that a lower driveline RPM must transmit considerably higher torque for the same horsepower, so larger drivelines are required to handle the torque and exhibit the same life expectancy. This holds true for auto-

mated mechanical transmissions as well, which generally tend to apply torque more aggressively than manual transmissions and therefore require larger drivelines.” Meritor, according to Mayer, is investigating different lightweight options for future drivelines, including various alternative materials and designs. Its goals include saving weight, ensuring a payback and making sure to address performance, serviceability and reliability. Dana Spicer

Breakthrough technology “Dana has spearheaded a breakthrough manufacturing process that enables us to join a robust aluminum tube to steel u-joints,” says Slesinski. “The result is the Spicer Diamond Series Driveshaft, which is up to 36%, or 100 lbs., lighter than traditional twopiece steel driveshafts. The Diamond Series driveshaft also reduces noise, vibration and harshness (NVH).” The new Spicer Diamond Series Driveshaft from Dana uses Spicer Life Series and Spicer Compact Series ujoints. Designed for heavy-duty commercial vehicles using two-piece steel driveshafts of 7.5 to 10 ft., the Diamond Series eliminates the need for center bearings, reducing the driveline configuration from three joint connections to two.

Guaranteeing performance Rapid Response: 800-930-7204 ext. 45028

As with all tractor and trailer components and systems, drivetrain manufacturers are quick to point out that routine preventive maintenance is one of the best ways to guarantee maximum life and performance, as well as lower maintenance costs. These suppliers also note that they continue to work with vehicle OEMs to make sure axles, suspensions and drivelines are designed and configured to fit each configuration, and are engineered to perform effectively and efficiently for fleet customers. / 28 December 2012 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 45029

Best Practices

Tidying up your comp credit 10 Steps to make your next truck loan application easier and less stressful

t may seem like the only companies that can get credit to buy new or used trucks are those that don’t need it, particularly in a recovering economy. However, by taking proactive steps, such as gathering financial statements, dusting off or completing the company business plan, and improving or maintaining your company’s safety fitness ratings, there’s little reason why companies shouldn’t be able to get a loan, said Karen Pembroke, director of credit for PACCAR Financial. Particularly if they work through a lender that understands trucks, fleets and the trucking industry. “It’s a good idea to share your company’s story with your truck dealer so that the dealer can share your goals and needs with the lender,” Pembroke added. “We’ve had applications from companies working in the construction market in depressed parts of the country. And because they showed how they worked through those difficulties, their loan applications were successful.”

30 December 2012 | Fleet Equipment

Pembroke said it’s also important to show lenders how you generate your income. Who do you haul for and how long have you been hauling for your customer(s)? Lenders are looking for longevity and stability when they consider whether to approve loans. Pembroke offers a list of 10 tips that can help fleets improve their chances of an approval when they apply for a new or used equipment loan. Here they are: Step 1 – Safety Pays: Examine your safety assessment on the CSA website. Companies that operate interstate trucks and trailers or that are required by their state department of transportation to have a federal DOT number on their trucks should examine their fleet’s safety assessment on the U.S. Federal Motor Carrier Safety Administration’s Compliance, Safety, Accountability (CSA) program: http://ai.fmcsa.dot.gov/sms. “An unsatisfactory carrier safety rating could make you too much of a

credit risk,” Pembroke explains. “If you have a checkered safety history, lenders will wonder about your ability to operate safely and efficiently and your commitment to repay the loan.” If something shows up on their safety assessment, Pembroke recommends companies contact the FMCSA to determine how to best address the issue. This can be done through the website at https://dataqs.fmcsa.dot.gov/login.asp. Step 2 – Gather your most recent financial statements from this fiscal year and from the last three fiscal years. Some of the most important pieces of information that will help your company establish whether it can borrow money for new equipment are its financial statements.

Pembroke said the recent downturn in the economy may have wreaked havoc with your company’s profit and loss statements. If that’s the case, it may be important for your company to go back further and show financial statements from the past several years, particularly if they show your company was doing well before the downturn in the economy, she added. If your company has seen dramat-

any’s

ically improved results in the last several months to a year, be sure to point that out. And explain how you think those results will continue. The key is to have statements readily available to provide to the lender. Step 3 – Dust off your company business plan and update it. If you don’t have a business plan, consider drafting one. It’s important for lenders to understand your business, your customers, how you operate, your company’s mission and future plans, Pembroke said. Your company’s business plan should explain where your company operates, how it operates, how it generates income and from which customers. “If most of your company’s revenue comes from one or a handful of customers, you should explain your company’s relationship with those customers, and why you think those customers will remain with you,” Pembroke advised. “If your company is planning to move into new markets in the next several years, that should be

something included in your company’s business plan.” If your company doesn’t have a business plan, visit the U.S. Small Business Administration’s website (www.sba.gov) for tips on how to write one. (A direct link to business plan information is: http://1.usa.gov/wOVuhw.) Step 4 – Establish good commercial credit references. Establish or obtain commercial credit references from three or more companies with whom you do business, Pembroke said. A commercial equipment lender or bank is the most important source; additional references could be your tire dealer, diesel fuel provider, parts supplier, or anywhere your company has established accounts it pays regularly. The credit references can help show your company as a good credit risk.

Step 5 – Check your company’s business credit report and score at the major business credit bureaus. If your company isn’t listed, register your company with the business credit bureaus. Check your company’s credit history by requesting a report from one, two or all three of the major business credit bureaus. Verify the accuracy of the information contained in the reports. “If you see something that’s wrong, make note of it and write a brief, but detailed explanation of the error, why you think the information is incorrect and how the information should be updated or corrected,” Pembroke said. “Use accurate dates and amounts, since the business credit bureau must verify the information you provide with your creditors.” Because business credit transactions don’t have to be reported, any or all three of the business credit bureaus may not have a report for your company. See the sidebar on the differ-

ences between personal and business credit, how credit transactions are reported differently and how to establish a business credit report. Step 6 – Actively manage your company’s debt. If your company is current with all of its creditors, congratulations. Since payment history contributes significantly to its financial score calculation, staying current with bills is the best thing you can do to keep your company’s score higher, Pembroke said. If your company has any delinquent payments on its record, it’s vital to get current and stay current with payments. “The

longer your company pays its bills on time after being late, the higher its credit score will rise,” she added. Step 7 – Create a list or flow chart of your company’s corporate structure. To help lenders understand your company’s organizational structure, create a flow chart that explains who is responsible for what at your company. Does your company have a CFO, fleet manager or vice president of operations? If so, does your fleet manager report directly to your vice president of operations, or to the CFO? Or as the owner of the company, do you act as the company’s fleet manager, CFO and operations executive? Lenders will want to know who is ultimately responsible for your company’s equipment and who holds them accountable. Keep the flow chart current so that you don’t have to create a new one each time you are applying for a loan. Step 8 – Draw up a fleet description, listing the number and type of trucks and trailers your company currently operates and how they are used. In that description, it’s also important to explain how the new or used equipment acquired with your loan will be www.FleetEquipmentMag.com 31

Best Practices used. Will your company be able to go after new or more business with the new equipment; or is your company replacing older units? If so, explain why and whether or not you expect any improvements in driver satisfaction, efficiency or payload, or reductions in expenses with the new equipment. Step 9 – When financing your trucks, diversify your resources by using a captive lender that truly understands trucks and the trucking industry. By using a captive lender that’s linked at the hip with the truck manufacturer and truly understands trucks and the trucking industry, like PACCAR Financial, truck operators don’t have to explain the necessity for certain equipment on their trucks, Pembroke said. For example, a heavy hauler may need expensive equipment like higher horsepower engines, auxiliary transmissions or fully locking rear differentials that raise the cost of their trucks, but make them more efficient in generating revenue. Using captive lenders also helps companies diversify their source of loans, allowing them to reserve lines of credit at the bank for operational needs, she added. “By using a captive lender that understands trucks and the trucking industry, you’re setting your company up for a more successful lending experience,” Pembroke added. “For example, since PACCAR Financial understands how some trucking operators, like agricultural product haulers or loggers, have cyclical businesses dependent on things like the weather, PFC can offer payment options better suited for their businesses.” Step 10 – Be prepared to make a down payment, depending on the extent and quality of your past credit history. Pembroke said lenders are still looking for loan applicants who have an appropriate amount of “skin in the game” by asking for a down payment. Applying for state and federal grants, like those available from the California Air Resources Board, can help you pay for new equipment with 32 December 2012 | Fleet Equipment

technology to reduce emissions and to run more fuel-efficiently, Pembroke said. While having those grants when you apply for your company’s loan can make your company’s loan application more attractive to a lender, be careful, Pembroke advises. For example, don’t count on the grants alone to automatically qualify you. “They want to know that the company borrowing the money has a

vested interest in the equipment,” she said. “By utilizing lenders who understand trucks and the trucking industry, tidying up your company’s safety fitness rating, and getting your company’s business plan and financial statements together, you’re placing your company in a good position to qualify for a loan,” Pembroke said. “Plus, following these tips will most likely make the loan process less stressful.”/

Be aware of the differences in business credit reporting and personal credit reporting Trade or business credit, which is not reported the same way as personal credit, often refers to transactions involving a business issuing another business credit. Business credit bureaus gather information about trade credit transactions to create a business credit report using the business’ name, address and federal tax identification number (FIN), also known as an employer identification number (EIN). Business credit scores range on a scale from 0 to 100, instead of the 300 to 850 range used in personal credit ratings. As with personal credit scores, the higher the business credit score, the better the company’s credit rating. In many cases, lenders will rely on a company’s business credit report to determine if they want to grant a company credit, and how much credit they’ll give. Because information provided to the business credit bureaus is sent in voluntarily—businesses are not required to send it in—the credit bureaus may never receive all or even any information about a company’s business credit transactions. So, establishing a business or trade credit report for your company at one or all three of the business credit bureaus would be a good idea. To check your company’s credit report or to establish a report at one or all three major business credit bureaus lenders commonly use, visit their websites: • Experian Business: www.experian.com/small-business/small-business-credit.jsp • Equifax Business: www.equifax.com/business/en_us • Dun & Bradstreet (D&B): smallbusiness.dnb.com

Truck Products

CMA adds Double Coin ultra premium drive position tire for winter Double Coin Tires and China Manufacturers Alliance (CMA) introduced the new RSD3 ultra premium drive position tire optimized for severe winter driving conditions, which the company said features an open shoulder and proven design for excellent traction and added cleaning ability. The zigzag siping increases traction and performance on all road surfaces and conditions. The RSD3 is the seventh tire model in Double Coin’s TBR mixed service category. Current sizes include 11R22.5, 295/80R22.5 and 315/80R22.5, with development of additional sizes slated for 2013, the tire maker said. CMA www.doublecoin-us.com Rapid Response: 800-930-7204 ext. 45151 www.FERapidResponse.com/45151

Companies team to announce integrated TPMS, telematics solutions

Rapid Response: 800-930-7204 ext. 45033

PressurePro has announced an integration with Concirrus Ltd., a provider of telemetry and M2M solutions, and CMS SupaTrak, one of the U.K.’s leading providers of vehicle tracking and fleet management solutions. Both companies will integrate PressurePro’s tire pressure information into their solutions. According to PressurePro, the new EcoTyre solution from CMS SupaTrak is comprised of PressurePro’s sensors, which are fitted to the vehicle’s tires, measuring their pressure and temperature in real time. This data is then transmitted and recorded by the CMS SupaTrak’s EcoTrak telematics solution integrated with PressurePro technology. Drivers are then able to view the live data using an in-vehicle display unit; fleet managers can access the data through the EcoTrak web-based reporting suite. Adding to the safety benefits of the EcoTyre system, alerts can be sent to both the driver and relevant managers if there is an incidence of over- or underinflation. These alerts will be shown on the display unit, and also can be sent by text message or email, the company added. / Advantage PressurePro LLC www.pressurepro.us Rapid Response: 800-930-7204 ext. 45152 www.FERapidResponse.com/45152

www.FleetEquipmentMag.com 33

Shop Equipment Coxreels introduces new compact vacuum reel Coxreels said it is expanding its vacuum reel selection with the newly introduced commercial duty V-117-850 vacuum reel. According to the company, it is designed to extract unwanted particles and by-products from the work place. This direct hand crank reel handles up to 50 ft. of 1-1/2-in. standard vacuum hose with bullet cuffs, making it the ideal solution for any general maintenance and vacuum operations, including commercial vacuum systems, construction sites, plant floors, machine shops, wood shops and more. The V-117-850 features a solid one-piece steel U-shaped frame and open drum design and a direct connect port, no thread, for fast and convenient vacuum hose installation. This model is lightweight, compact and has CNC robotically spun and ribbed discs with rolled edges for greater safety, strength and durability. This state of the art, chip-resistant and rust inhibiting CPC powder coated reel mounts to any horizontal or vertical flat surface and maintains the durability and superiority found in every Coxreels product, the maker added. Coxreels www.coxreels.com Rapid Response: 800-930-7204 ext. 45161 www.FERapidResponse.com/45161

Shure Manufacturing Corp. offers new lockers Shure has introduced two new lockers, its Combo Cart Locker and Oil Waste Equipment Locker, which the company said allow for muchneeded storage space. According to the maker, the lockers offer the following features: • Lower locker with one locking swing-out door • Upper storage enclosures with lockable swing-out door • Leg levelers • Choose from 22 signature powder coat paint colors / Shure Manufacturing Corp. www.shureusa.com Rapid Response: 800-930-7204 ext. 45162 www.FERapidResponse.com/45162

34 December 2012 | Fleet Equipment

Trailers

Bodies

Thermo King launches environmentally sensitive trailer reefer Thermo King has introduced the new S-600M, which the company said features a completely new diesel direct electric (DDE) architecture that drives optimum efficiencies and helps lower the overall cost of ownership for food distributors. According to Thermo King, it collaborated with PSA Peugeot Citroen to develop a diesel engine for the S-600M that meets the most stringent requirements of the Environmental Protection Agency’s (EPA) Tier IV Final regulations. The engine features emission technologies that exclude the use of a diesel particulate filter in meeting the requirements of the EPA regulations. The S-600M is designed to meet both EPA and California Air Resources Board requirements in the greater-than-25 HP category, which include a reduction of 90% in particulate matter and 30% in nitrogen oxide from the interim standards that have been in effect since 2008. The Precedent platform with DDE architecture offers multi-temperature customers flexibility in unit configuration. Customers can now order all Precedent multitemperature models with Thermo King Smart Power, which allows the units to be operated off electrical power in stationary applications, the maker said. Smart Power will be available in both standard and high output versions. Thermo King also offers a Smart Power Prep Kit to meet the needs of customers who are considering shore power operation at their distribution centers, but have not yet invested in the infrastructure to support shore power operation. The kit enables customers to upgrade a Precedent unit to shore power operation in the field post-purchase. The DDE engine architecture features the Thermo King X-430 compressor, which the company said is directly coupled to the diesel engine. A small generator supplies power to the condenser and evaporator assemblies, the company added. Thermo King said it will offer the Precedent S-600M beginning in the third quarter of 2013. The existing multi-temperature Spectrum series of solutions also will be available for customers who wish to slowly transition into the new platform. Thermo King www.thermoking.com Rapid Response: 800-930-7204 ext. 45159 www.FERapidResponse.com/45159

Carrier improves performance, reliability with Supra 60-series truck units

Rapid Response: 800-930-7204 ext. 45035

Carrier Transicold said its new Supra 60-series truck refrigeration units feature improved refrigeration performance, enhanced reliability and compliance with 2013 emissions requirements from the U.S. Environmental Protection Agency. According to the company, the new Supra 60-series comprises five single-temperature models—the Supra 560, 660, 760, 860 and 960—covering the full spectrum of straight truck refrigeration needs, with refrigeration capacities up to 32,000 BTU (at 35˚ F) for the Supra 960. The maker said the 60-series’ improvements include: • Optimized standby systems, resulting in significant refrigeration capacity improvements for most models and the highest electric standby capacities among truck refrigeration systems available in North America. • High-performance, maintenance-free integrated fan/motor assemblies with an expected 10,000+ hour motor life. • A maintenance-saving Extended Service Interval oil system with a 1,500hour service period. • Various drive system enhancements for better performance and reliability. • Improvements to the electrical system, such as the use of sonic welds and elimination of splice points for fewer connections and increased reliability. Carrier said the engines are certified to the EPA Tier 4 standard for non-road engines of less than 25 HP, which for 2013 adds a not-to-exceed (NTE) requirement. The NTE standard requires that engines not exceed maximum allowable emissions regardless of how they operate, including factors such as altitude and ambient temperature. / Carrier Transicold www.trucktrailer.carrier.com Rapid Response: 800-930-7204 ext. 45160 www.FERapidResponse.com/45160 www.FleetEquipmentMag.com 35

Rapid Response: 800-930-720 ext. 45202 www.FERapidResponse.com/45202

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

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 36 December 2012 | Fleet Equipment

For Fleet Pricing Contact your local dealer or

Sun-Tech Innovations

www.BalanceMasters.com

Rapid Response: 800-930-7204 ext. 45204 www.FERapidResponse.com/45204

• 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

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Classifieds

Rapid Response: 800-930-7204 ext. 45207 www.FERapidResponse.com/45207 Dean Martin dmartin@babcox.com 330-670-1234, ext. 225

John Zick jzick@babcox.com 949-756-8835 Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

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Sean Donohue sdonohue@babcox.com 330-670-1234, ext. 206

LIST SALES MANAGER Don Hemming dhemming@babcox.com 330-670-1234, ext. 286

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Doug Basford dbasford@babcox.com 330-670-1234, ext. 255

CLASSIFIED SALES Tom Staab tstaab@babcox.com 330-670-1234, ext. 224

SALES REPRESENTATIVES

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Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212

Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com

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Classifieds

YOUR AD HERE! TO ADVERTISE IN THECLASSIFIEDS CALLTom Staab 330-670-1234, ext 224 or email at tstaab@babcox.com

Statement of Ownership, Management and Circulation (Act of August 12, 1970; Section 3685. Title 39. United States Code.) FLEET EQUIPMENT is published monthly at 3550 Embassy Parkway, Akron, Ohio 44333. Headquarters and general business offices are also at 3550 Embassy Parkway, Akron, Ohio 44333. Publication No. 0747-2544. The publisher of FLEET EQUIPMENT is David Moniz, the editor is Carol Birkland and the managing editor is Denise Koeth. The staff is located at 3550 Embassy Parkway, Akron, Ohio 44333. FLEET EQUIPMENT is owned by William E. Babcox, Babcox Media, Inc., 3550 Embassy Pkwy., Akron, OH 44333. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds, Mortgages, or Other Securities: None. Issue date for Circulation Data Below: August 2012. Extent and nature of circulation is: 38 December 2012 | Fleet Equipment

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A. Total Number of Copies . . . . . . . . . . . . . . . . . .55,061 . . . . . . . . . . . . . .53,412 B. Paid and/or Requested Distribution 1. Individual Paid/Requested Mail Subscriptions Stated on Form 3541 . . . . . . . . .53,622 . . . . . . . . . . . . . .47,707 C. Total Paid and/or Requested Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . .53,622 . . . . . . . . . . . . . .47,707 D. Nonrequested Distribution 1. Nonrequested Copies Stated on PS Form 3541 . . . . . . . . . . . . . . . . . . . . . . . .957 . . . . . . . . . . . . . . . .5,298 4. Nonrequested Copies Distributed Outside the Mail . . . . . . . . . . . . . . . . . . . . . . . . .127 . . . . . . . . . . . . . . . . .52 E. Total Nonrequested Distribution . . . . . . . . . . . .1,084 . . . . . . . . . . . . . . .5,350 F. Total Distribution . . . . . . . . . . . . . . . . . . . . . . . .54,706 . . . . . . . . . . . . . .53,057 G. Copies not Distributed . . . . . . . . . . . . . . . . . . . .355 . . . . . . . . . . . . . . . . .355 H. Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55,061 . . . . . . . . . . . . . .53,412 I. Percent Paid and/or Requested Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98.0% . . . . . . . . . . . . . . .89.9% I certify that the statements made by me above are correct and complete. Pat Robinson, Circulation Manager September 30, 2012

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January PostScript

Coming in

40 SmartWay Partners earn award • Equipment Technology NG-powered vehicles • Before & After(market) Idling reduction systems • Aftermarket Insights Coolant options

It was recently announced that 40 SmartWay Partners were awarded this year’s Excellence Award, which represents fewer than 1% of SmartWay Partners. All of these organizations are top performers in reducing freight transportation emissions through technological innovation — and are setting and demonstrating that it is possible to move more goods, more miles with lower emissions, less energy and at a lower cost. This Year’s Excellence Award recipients are:

Call David Moniz at

(330) 670-1234 Ext. 215 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (December 2012, Volume 38, Number 12): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2012 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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Proud Supporters of: 40 December 2012 | Fleet Equipment

Truck Carriers Air Ground Xpress Inc. C.R. England Inc. Celadon Trucking Services Inc. Dart Transit Co. Dibble Trucking Inc. Doug Andrus Distributing LLC Duncan and Son Lines Inc. Dupre’ Logistics LLC FedEx Ground Package System Inc. Frito-Lay Heartland Express Inc. of Iowa JBS Carriers Inc. Jules Savard Inc. Knight Transportation Inc. Lake Enterprises Ltd. Lone Star Transportation LLC. May Trucking Co. Mesilla Valley Transportation New Century Transportation Inc. Orlicks Inc. Pacific 9 Transportation Inc. Palletized Trucking Inc. Poland Spring Bottling Polaris Transport Carriers Inc. Prime Inc. Ruan Transportation Management Systems Southern Refrigerated Transport Inc. Swift Transportation Walgreen OshKosh Inc.

Multimodal Carriers J.B. Hunt Transport Inc. Schneider National Inc. White Arrow LLC Shippers & Logistics Companies Best Buy Co. HP Lowe’s Companies Inc. IKEA Distribution Services NA SC Johnson and Son Inc. Sears Logistics Services Inc. Foremost Farms USA Sharp Freight Systems Inc.

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