Fleet Equipment, August 2013 by Babcox Media

August 2013

Managing Equipment Assets

Paying dividends Technology is helping transform the culture at Berry & Smith Trucking ■ Replacing air disc brake pads ■ Warranty administration & contract maintenance ■ Training: an investment in efficiency www.FleetEquipmentMag.com

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The cab’s styling emphasizes aerodynamics and visibility with an angled windshield, narrow pillars and rounded-radius curves. Inside, the new cab uses its increased width to provide room for drivers up to 6 ft. 6 in. tall, seating for three and a versatile mobile workspace with a variety of organizational storage options. The 195h also is available in a double cab configuration (195h-DC). The Class 5 COE also is offered as a diesel model 195. Both the 195 and 195h models will carry a 19,500 lb. GVW rating, with an optional de-rate 17,500 lb. GVW rating, and are powered by the award winning Hino J05 Series engine. The 5-liter engine is rated at 210 HP and 440 lb.-ft. of torque. Utilizing Aisin’s A465, six-speed automatic transmission, the Hino hybrid is the first to be packaged with an automatic transmission.

Class 5 DIMENSIONS Cab Type Standard Standard Standard Wheelbase 137.8 149.6 173.2 Overall length 228.6 240.4 264.0 Overall width 84.1 84.1 84.1 Overall height 93.8 93.8 93.8 Cab width 78.5 78.5 78.5 Frame width 33.0 33.0 33.1 Useable cab to axle 110 121.8 145.4 Front overhang 44.4 44.4 44.4 Rear overhang 46.3 46.3 46.3 Frame height at: Front axle 29.4 29.4 29.1 Rear axle 32.7 32.7 32.7 CHASSIS WEIGHTS (On standard specification, without spare tire & standard tool set)

Total weight Front axle Rear axle

lbs. lbs. lbs.

7,402 4,595 2,807

7,425 4,651 2,774

7,525 4,775 2,750

ENGINE Hino J05E-UG (Hybrid) Diesel-Electric Hybrid, 4-cycle, 4-cylinder in-line, water-cooled, dry cylinder line Combustion system: Direct injection type Max. output (SAE Gross): 210 HP at 2,500 RPM Max. torque (SAE Gross): 440 lb.-ft. at 1,500 RPM Bore and stroke: 4.41 x 5.12 in. Piston displacement: 5L Fuel injection system: Radial plunger pump (HP-3) Governor: Electronically controlled Intake system: Turbocharged and intercooled POWERTRAIN & PERFORMANCE GCW: 19,500 lbs. GCWR: 25,500 lbs. Powertrain STD OPT Max. speed (MPH) 68.4 64.6 Startability % 60.0 60.0 Transmission: Aisin A465, six-speed automatic WEIGHT CAPACITIES Front axle: 6,830 lbs. Rear axle: 13,670 lbs. Front spring: 6,834 lbs. Rear spring: 13,670 lbs.

On the Cover: 2014 Hino Model 195h COE

2014 HINO 195h COE

The Hino Trucks 195h is ATD’s 2013 Medium Duty Commercial Truck of the Year. It features an ergonomicallyfriendly wide cab with a North American standard 33-in. frame rail width, a 56,900 PSI frame, and a standard center-mounted rear fuel tank.

Inside the Cover

Hino Trucks 195h a proven winner

On the Inside

Vol. 39 | Number 8 | 2013

Aug.

Columns Editorial

CAROL BIRKLAND

Fuels & Lubes

JOHN MARTIN

Service & Support

D. MICHAEL PENNINGTON

Heavy-Duty News

DENISE KOETH

Light- & Medium-Duty SETH SKYDEL

Tires & Wheels

ASA SHARP

Post Script

Departments 16 Timely Tips Summer heat, time to check the batteries

18 ASE Recognizing training excellence

20 Industry News Trailer net orders up 7% month-over-month in June

58 Truck Products Peterson Manufacturing debuts LED forward lighting

61 T&B Reading launches lighter weight aluminum service van

62 Shop PlastiKote cleaner offers prolonged battery life

Features 30

IT for Asset Management | Added value: onboard IT

Trailer Topics | Using cell phones to bypass weigh stations

Aftermarket Insights | Good friction: replacing air disc brake pads

Special Report | Kenworth updates NG offering

Equipment Management | Training: an investment in efficiency

Fleet Profile | Paying dividends: technology is transforming fleet culture

Before & After(market) | Warranty administration & contract maintenance

On the Cover 2014 Hino Model 195h COE

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

David Foster, Vice President of Maintenance Southeastern Freight Lines

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

Peter Nativo, Director of Maintenance Transport Service Co.

Darry Stuart, President & CEO DWS Fleet Management

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PUBLISHER Dean Martin, Publisher 330-670-1234, Ext. 225 dmartin@babcox.com EDITORIAL Carol Birkland, Editor-in-Chief 952-476-0230 cbirkland@babcox.com

Remote diagnosis: remedy for downtime

Editorial

Tom Gelinas, Editorial Director tgelinas@SBCglobal.net Denise Koeth, Sr. Editor 330-670-1234, Ext. 274 dkoeth@babcox.com Jason Morgan, Managing Editor 330-670-1234, Ext. 279 jmorgan@babcox.com Seth Skydel, Sr. Contributing Editor 330-670-1234 tosskydel@gmail.com D. Michael Pennington, Sr. Staff Writer 248-872-6760 mike@pennotesllc.com Al Cohn, Contributing Editor 330-670-1234 al.cohn@psi-atis.com John Martin, Contributing Editor 330-670-1234 fleetquestions@lubrizol.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 Star Mackey, Circulation Assistant 330-670-1234, Ext. 242 smackey@babcox.com CORPORATE Bill Babcox, President Greg Cira, Vice President, Chief Financial Officer Jeff Stankard, Vice President Beth Scheetz, Controller In Memoriam: Edward S. Babcox (1885-1970) – Founder Tom B. Babcox (1919-1995) – Chairman

4 August 2013 | Fleet Equipment

CAROL BIRKLAND | EDITOR-IN-CHIEF

he newest remote diagnostics technology on some engines improves productivity, reduces operating costs and increases efficiencies for trucking fleets. We all know that one of the most effective ways to improve a fleet’s bottom line is by minimizing equipment downtime. New remote diagnostic technology, available on some of today’s heavy-duty diesel engines, can address that issue by saving one-half to a full day in repair time, said Jim Sweeney, vice president of capital equipment for AmeriQuest Transportation Services.

Sweeny contends that manufacturers that can successfully take cost out of operating EPA 2010 trucks will be the ultimate winners of the “truck wars.” Manufacturers are staging a counterattack on higher truck costs by using emergency technology to boost fuel economy and cut costly downtime. Remote diagnostics programs by the manufacturers of Detroit and Volvo engines are good examples of how the engines use on-board sensors to identify engine faults. The data is transmitted in real-time to the manufacturers’ customer support centers, which analyze the data and then notify fleet managers of the nature of the problem. Drivers of trucks that need immediate service can then be directed to the closest dealer, which has been alerted and is prepared to deal with the issue. Fleets are given the choice of getting immediate attention or scheduling a repair for less serious problems at a dealership at a later time. Even in the second situation, the problem has already been diagnosed, the parts are ready, and the service bay prepared—so the downtime has been minimized, Sweeney said. Under normal circumstances, if the check engine light illuminates, it’s up to the driver to take the truck to the nearest technician, who must then use expensive equipment and valuable time to determine the fault code and diagnose the problem, noted Daimler Trucks North America’s Detroit division. The delay between the event and service can result in even more damage. With the Detroit Virtual Technician, the information goes straight to the source the second the fault code is issued, removing delays and guesswork, the company notes. The High-Definition GPS/JBUS system, located in the truck, takes a snapshot of the truck’s status for a period of time before and after the fault code event. The information is emailed to the fleet manager and/or the dealer. Volvo Trucks North America agrees that remote diagnostics is proven to enhance repair accuracy and efficiency. The truck maker states that Remote Diagnostics, a standard feature on all Volvo-powered trucks, reduces the average diagnostic time at a service location by 71% and lowers the average time of repair by 25%. The proactive diagnostic and repair planning service helps improve parts availability and provides technicians at the repairing dealer with easy-to-read repair instructions before the truck arrives for service. While fleets’ hands are tied when it comes to emissions regulations and the resulting higher costs of new trucks, they can improve the bottom line by minimizing equipment downtime. This new technology is leading to improved productivity, reduced operating costs and increased efficiencies, especially for medium-sized and smaller fleets. In today’s transportation marketplace where margins already are razor-thin, the ability to reap invaluable operational information and keep vehicle downtime to an absolute minimum can be the difference between success and failure for fleet owners and operators. /

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Fuels & Lubes BY JOHN MARTIN | CONTRIBUTING EDITOR

Some fuel economy thoughts I

of the vehicle. Look at faired motorwalked by an idling diesel pickup cycles, Bonneville salt flats racers truck going to the store the other and modern automobiles for examday. When I came out some 12 minples. An aerodynamic vehicle is utes later, the truck was still sitting much less speed sensitive than a there idling. If I were a cop, I would box. have given “Bubba” a ticket and reEngine speeds (RPMs) of the trucks quired him to attend a TMC meetI passed were also much lower than ing. in the past. Since any engine is esI made several observations during sentially an air pump, the slower it a 1,800-mi. highway trip recently. can be operated, the The larger fleet operators better the fuel econtend to drive as slow as omy. It has to do practical because they unminimizing derstand the relationship Any aerodynamicist with pumping losses. between fuel economy Diesels are better and speed. The smaller will tell you than gas burners, fleet drivers and indehow important but both obey the pendents tended to “haul same principles of the mail!” it is to divert physics. The worst offender I the flow of Let me validate noted was a cattle hauler both of the above running 80 MPH, essenthe air points. At one time, I tially dragging a paraaround the sides was passed by a Toychute. I’ll bet the more ota Prius going 85 conservative drivers get of the vehicle. MPH. I began to double the fuel economy wonder the effect of he was getting. I wonder if his high RPM on fuel he realizes (or cares) what economy, so when I got back home, his fast driving costs both his operation and others’ opinions of truckers. I did a little research. According to fuel economy test results I found, veHe needs to attend a TMC meeting, hicles with smaller engines that get also. more than 40 MPG at 55 MPH got It’s interesting to note how many around 30 MPG at 75 MPH. The avtrucks are now utilizing aerodynamic aids. I saw many side skirts and a few erage MPG drop at 75 MPH was 29%. All vehicles tested lost beaero aids designed to destroy vortween 11 to 14 MPG at 75 MPH. tices at the rear of trailers. Now I’m Small engines must rev very high to wondering why trucks don’t utilize “nose cones” to further improve fuel produce sufficient power to propel them at 75 MPH. Their fuel systems economy. Any aerodynamicist will are probably into power enrichment tell you how important it is to divert modes. the flow of the air around the sides

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6 August 2013 | Fleet Equipment

Since I had 1,800 mi. of interstate to traverse, I decided to conduct a fuel economy test on my vehicle, because it is very aerodynamic, and the engine speed is only 2,000 RPM at 80 MPH. The numbers tabulated below are the result of two determinations of at least 160 mi. each at a given speed, since modern fuel tanks are so difficult to fill repeatedly. Run lengths of the 77 MPH and 82 MPH determinations were at least 300 mi. Although less than a truly scientific experiment, these results indicate that an aerodynamic vehicle utilizing lower engine speeds is less than half as speed sensitive as a vehicle that isn’t designed to run this fast. Shows how important proper truck spec’ing can be, doesn’t it? Okay, I know I broke the law, but a scientist must have data, and if I had driven 55 MPH, I would have been run over! Years ago, Cummins engine tech people said to “gear fast; run slow.” With today’s electronic controls, this is much more do-able than in the past. I believe I would spec the engines with the longest stroke and the tallest (low numerical ratio) rear axle ratio for interstate usage to optimize fuel economy. /

JOHN MARTIN

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Service & Support

Happy customers, prosperous business BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

ccording to Tom Dreiling, general manager of Nextran, a Volvo dealership in Orlando, Fla., “The operation that takes care of its customers will have the most business and the happiest customers.” That’s the genuine attitude and commitment of Dreiling, a 23-year industry veteran who feels deeply about the business he manages and the strong

“All our departments have our customers’ best interests at heart” —Dreiling

sales-service team at Nextran. He went on to say, “We’re partners and friends with our customers—all of us embrace that culture and treat them like family members.” A loyal Volvo dealership and fan of the truck’s equipment technology, especially I-Shift transmissions, the Nextran Orlando facility is one of 14 Nextran Centers located along major truck routes in Florida, Georgia and Alabama. The Orlando shop employs 21 technicians occupying 16 service bays. The dealership’s customer focus is paying off. Over the past year, parts sales increased by 24% and service by 30%. The secret is to always have 8 August 2013 | Fleet Equipment

the right part in stock. The Nextran parts inventory totals almost $2 million in value. “We use OEM brand parts and recommend to put on the truck being serviced the exact parts it was built with,” said Ray Petrie, director of parts marketing. The operation places its shop foreman, service writer and parts director in an almost joined-at-the-hip office setup. Plus, all key service personnel employ two computer monitors to stay current on the day’s priorities, and even to note a “promise date” for delivering serviced vehicles. “The entire Nextran team believes in and supports continual training,” said Juan Deoliveira, a technicianturned-account manager. “Our training partners are awesome and include the local trade schools, Volvo online VMasterTech and strong supplier partners like Red Dot for air conditioning, Meritor for brake training, Bendix for ABS, and Fram for cooling systems.” Dreiling said, “Some fleet customers want to make some minor fixes themselves or maybe use an independent garage for a starter or wipers. But we strongly suggest that when it’s ‘the valve cover to the oil pan,’ that’s our responsibility. They can rely on us, we’ll take great care of that engine.” Helping anticipate all customers’ service needs, the shop performs a 22-point inspection at no cost, plus the dealership is constantly tracking, accounting and recording every process in the shop. “We do not save them [customers] dimes and lose dollars. We keep an eye on everything and look out for our customers’ best interests. We care and help them get a good re-

turn on investment—and we are their shop,” Dreiling added. Here are Nextran’s major service keys to keeping customers’ trucks on the road: • Oil analysis: Results sent to truck salesman and fleet manager; • Coolant system testing: Checking the pH with test strips because coolant can lose its concentration; • Adjusting valves: Keep the overhead adjusted to original equipment (OE) specs; it helps the fuel economy significantly. Conduct the first adjustment after the initial break-in-period; and • Study/determine the cause of warranty failures: Do detective work, since failures and customer feedback reveal so much. For added customer support, the dealership’s management recently designated two product support reps and an OEM product trainer, Tim Smith, who said, “We want our owners and drivers to take advantage of the technology-rich Volvo tractor and such options as MVAsist, a management platform that takes fleet service to a higher level.” Customers both large and small have plenty to be concerned with— moving freight, keeping shippers happy, complying with CSA, etc. They look to Nextran for solutions, and its commitment to support them is more important than ever. “All our departments have our customers’ best interests at heart,” says Dreiling. “Our team works hard and plays well with others. It’s a golden rule and every employee [at all Nextran locations] signs his/her pledge card accepting that’s it all about keeping customers happy and their trucks running.” /

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Heavy-Duty News Used truck market sluggish, but holding steady BY DENISE KOETH | SENIOR EDITOR

lthough 2013 Class 8 used truck sales are a bit sluggish so far, things are expected to pick up and remain about equal with 2012’s numbers—a trend similar to new heavyduty truck sales. According to Steve Tam, vice president of the commercial vehicle sector for ACT Research, Class 8 used truck market sales were just shy of 260,000 units last year; for 2013, he estimates sales of 250,000 used truck units. “The market’s probably going to be a little bit down this year based on the sample we’re seeing and data through the end of May [ACT is still in the process of collecting June data],” Tam said. “For the first five months of the year, the Class 8 used market was down about 5%—I think that’s ultimately where it’s going to end up for the year.” As far as used truck inventory goes, buyers are paying more for older, higher-mileage equipment. Tam noted that the changes are subtle: In 2012, average mileage for Class 8 used trucks was 560,000 mi.; the average mileage figure for the first part of this year was 565,000 mi., an increase of about 1%. Regarding age of equipment, last year the average was just over seven years, or about 85 months; in 2013, that has increased to 90 months, a climb of about 4%, he added. In terms of used equipment customers, Tam said ACT has found that in general, “there is a core group of truck buyers who always buy new and will never consider used trucks— and on the flip side, there’s a contingent that always buy used trucks and wouldn’t consider changing.

10 August 2013 | Fleet Equipment

“There is a percentage that kind of sits on the fence and looks in both directions—we think that’s probably around 10% of buyers,” he said. “I would say nobody’s moved across the fence because there’s no catalyst to force somebody one way or the other. If there were something plausible right now, it would be the shortage of inventory on the used truck side for specialty trucks— heavy-haul, cement mixers, dump trucks, etc. Someone who’s usually a buyer of used equipment in those

average credit risk, there seems to be a shortage of lenders and money in this space. These fleets are hardpressed to find funds to be able to finance the transactions that they’d like to make. So I think that’s slowing things down a little bit.” Tam said it’s a little too early in the year to assume the slight slump will continue. The threat of sequestration in the first quarter had fleets nervous about how spending cuts could impact their businesses. “On the new truck side, we’ve got

“One thing we hear from fleets, regardless of whether they’re buying used or new equipment, is that they’re not increasing fleet size, they’re just replacing old equipment.”—Tam markets may be forced to buy new just because of lack of availability in the used market.” Another factor that can affect used truck sales is the credit market and lending trends. “There is no shortage of lenders who are willing to lend to solid credit risks [B+ and above], and there’s also no shortage of lenders who are willing to go into the sub-par markets [D+ and below] because they charge great big down payments and huge interest rates— they get people over a barrel and it can be quite a profitable business,” Tam explained. “Where we have an issue is in that middle market,” he continued. “For those who are considered to be an

ten past that and the market seems to be getting some traction and is headed in a more positive direction,” he said. “I think it’s just taking a little bit longer for that to translate through to the used truck market, which seems to be paralleling the new truck market. “One thing we hear from fleets, regardless of whether they’re buying used or new equipment, is that they’re not increasing fleet size, they’re just replacing old equipment. In that case, every new truck purchase results in a trade-in, which becomes a used truck. So the fact that these markets are running neck and neck makes a lot of sense right now.” /

Light- & Medium-Duty BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Viable ideas H

Hino dealers in June, is offered in a ino has its eye on new technolodiesel model 195DC and a dieselgies for medium-duty trucks as electric hybrid designated as model cab-over-engines (COEs) continue to meet market needs. While the COE is 195h-DC. Designed on a 19,500-lb. GVW chasno longer a configuration of choice sis, the four-door, six-person double for Class 8 over-the-road trucking opcab can be equipped with an optional erations, the design is still seen as magnetic spring suspension seat in a highly viable in many local and especab that is designed to accommodate cially in urban operating environdrivers up to 6 ft., 6 in. tall. ments. While driver comfort was “The needs of differone design goal for Hino, ent industry segments Ellis related, the 195 model are met with this type addresses concerns of vehicle,” said Glenn “…an ‘urban truck’ also about power and performEllis, vice president of ance in Class 5 vehicles. As marketing and dealer can be handled a result, the truck is powoperations at Hino safely and ered by Hino’s five-liter enTrucks. “The COE is gine rated at 210 HP and the right fit in North effectively by a 440 lb./ft. of torque, and is America for fleets that driver pool that equipped with an Aisin need payload capacity six-speed automatic in a vehicle that is is increasingly made A465, transmission. highly maneuverable, Hino also is realizing sucand addresses other up of people who cess with the diesel-elecconcerns.” are not truck tric hybrid model 195h. One of those, Ellis “Since its introduction into noted, is the need for drivers in the the market last year, we an “urban truck” that traditional sense.” have seen tremendous accan be handled safely ceptance of our 6th generand effectively by a —Ellis ation hybrid system,” Ellis driver pool that is insaid. “The first 130 trucks creasingly made up of that went on the market in people who are not California last November sold immetruck drivers in the traditional sense. diately, and since then, owner opera“In Class 4 and 5 fleets,” he added, tors and fleets in that state have “the COE addresses driver concerns about visibility very effectively, adding purchased 430 model 195 hybrids.” Helping drive that activity is the Cala measure of comfort and safety for ifornia Hybrid and Zero-Emission operators of trucks that are below the Truck and Bus Voucher Incentive ProjGVW threshold for commercial ect (HVIP). Administered by CALdriver’s licenses.” START and created by the California Earlier this year, Hino Trucks rolled out a Class 5 COE model 195 Double Air Resources Board (CARB), HVIP provides vouchers to help California Cab, a configuration based on the fleets purchase an eligible truck or standard cab model 195. The new bus. The goal is to reduce the higher double cab option for the 2014 cost of these vehicles for fleets in the model year, which began arriving at

12 August 2013 | Fleet Equipment

state while helping expand the use of technologies that are central to meeting California’s clean air goals. Hybrid trucks are more expensive than traditional vehicles, especially in the early market years when production volumes are low, Ellis explains. “The hybrid upcharge on the Hino 195h is only $12,000,” he said. “Fleets that can utilize the HVIP incentive can see a $15,000 voucher, and in some cases up to $37,000. “Incentive programs help gain acceptance and help show that a manufacturer can enter a market with a lower price point,” Ellis continued. “Going forward, we are preparing to supply these types of vehicles in other states and in places like New York City, which is getting ready to launch its own alternative fuel vehicle program that will cover a large portion of the upcharge on these units.” Designed based on a global platform, Hino’s full range of COE models includes features that meet North American market needs, and next on the list may be natural gas-powered models. “The industry sees natural gas as the next trend in medium-duty,” Ellis said. “It is already proving its viability in light-duty and Class 8 applications, so we’re working to address issues that are particular to medium-duty trucks, such as the location of natural gas fuel tanks when you’re faced with a wide range of different body and equipment needs.” /

SETH SKYDEL

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Tires & Wheels BY ASA SHARP | CONTRIBUTING EDITOR

Tire selection for 6X4 vs. 6X2 power units T

ire selection is about to become more complex. Commercial truck tires have evolved to be axle specific, and in nearly all Class 4 to 8 applications, have become service conditionspecific. The three major service distinctions are city pick-up and delivery, mixed service (on-/off-road) and high-speed line haul. In this last and most cost competitive service condition, some sophisticated axle-specific tires already exist and are successfully used. Steer axle tires now incorporate solid shoulder ribs, often accompanied by decoupling grooves, timetested siping in larger blocks of tread rubber and careful tuning of tread pressure distribution in the loaded footprint area. This is all to resist irregular wear and extend take-off mileages. Side scuffing, mostly resulting from cornering forces required to turn the truck, is a main cause of wear for line haul steers. This explains why steer tires of tandem axle tractors wear faster than those on single drive axle units and why left side steers normally wear faster than right side tires. Also, steer tires are typically loaded to a higher percentage of their rated load capacity compared to dual positions. Most new line haul steer tires have tread depths in the 18/32-in. to 22/32-in. range. Drive tires have evolved differently, mostly because of rear axle suspension and engine torque level changes. Modern high speed drive tires have abandoned lugs, or open shoulders, in favor of solid shoulders to become more compatible with softer riding and lower damping level suspensions and

specifically to avoid heel/toe wear. This allows higher take-off mileages without rotation or other productivity-robbing maintenance procedures. All line haul drives must now accommodate higher torque levels characteristic of modern diesels, which require less gear shifting and more consistent speed without downshifts. This enhances fuel economy by allowing the engine to operate more in the â&#x20AC;&#x153;sweet spotâ&#x20AC;? of its fuel map, but subjects the tires to torque levels previously found only in deep geared on-/off-road applications. Tangential (line of travel) scuffing is a major wear cause of drive tires as a result of driving and braking torque transfer. Remember, tire wear and casing longevity are much more closely related to torque than to horsepower output. Most modern drive tires have tread depths in the 26/32-in. to 30/32-in. range. Trailer tires are unique since they have very shallow tread depth, typically in the 12/32-in. to 15/32-in. range, to offer maximum resistance to irregular wear and to deliver the lowest possible rolling resistance for fuel economy. Remember that there typically is a greater difference in rolling resistance between new and worn stages of any specific tire than among most major brands of comparable axle designs. While they are required to transfer some braking torque, trailer tires are not subjected to driving torque, nor do they generate significant cornering force required to change vehicle direction. So, they wear slowly and are more susceptible to irregular wear than other axle positions. Say you have chosen the optimum

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14 August 2013 | Fleet Equipment

tires for each axle of a typical 18-wheel (or 10-wheel, if you have converted to wide singles) rig that match the service conditions and vehicle configuration. What tires might perform best in a single drive configuration with a non-driven tag axle? A premium casing, shallow tread trailer design might seem logical, but will likely wear rapidly and risk a CSA citation due to the side scuffing from turning. An example would be a combination line haul and delivery service. Alternatively, steer axle tires are usually more expensive to purchase, will likely develop premature irregular wear and may tear shoulder ribs/decoupling grooves from excessive side forces in tag axle service. One answer may be a non-line haul steer tire designed for city P&D service. This complicates tire inventory by adding a fourth tire choice and may complicate retreading if a different brand is chosen. Another alternative would be to select a steer tire that may perform with a more robust non-decoupling groove tread, which could be rotated to the tag at 50% to 60% wear. If wide singles are in your plans, an aggressive rotation program that applies all new drive tires to the driving axle and 50% to 60% worn drives to the tag may work well. Be aware that the single drive tandem configuration will likely present different tire challenges. Seek counsel from tire industry field engineers and peers who have successfully made this conversion. /

ASA SHARP

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Timely Tips Summer heat means it’s time to check the batteries

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ave you noticed the temperatures creeping up the thermometer? Summer heat causes more stress on a vehicle battery than cold winter temperatures. As engineering and technical services manager for Interstate Batteries for more than 25 years, Gale Kimbrough, also known as “Mr. Battery,” is the hot-weather expert with some helpful guidelines to follow when caring for heavy-duty commercial batteries during the hot summer months ahead. “Extreme heat affects the battery’s internal corrosion factor and allows it to deteriorate prematurely,” Kimbrough said. “Battery temperatures in commercial vehicle batteries can reach 140 to 160 degrees F in extreme conditions. This is why it is important for motorists to take necessary precautions of having their vehicle batteries checked on a regular basis.” Kimbrough offers the following summer battery care tips for the commercial vehicle segment:  Safety First: Always wear protective eyewear, remove all jewelry and wear long sleeves to protect the skin from battery electrolyte.  Inspect the battery case for signs of extreme bulging, cracks or leaking. If you see any of these signs, it’s time to replace your battery.  Clean up the terminal connections by removing any corrosion. Also, clean the top of the battery with a soda wash solution to remove any electrolyte residue.  Check the battery’s state of charge level. If at or below 12.50 volts, recharge.

16 August 2013 | Fleet Equipment

 If the battery has removable filler caps, open the caps and check the water level in each cell.  Make sure the plates are at least covered by a half-inch of water. This prevents sulfation and reduces the possibility of an internal battery explosion.  If the water level is low, add distilled water (avoid tap water) until the plates are covered.  Avoid overfilling, especially in hot weather, because the heat can cause the solution inside to expand and overflow.  Have the battery and electrical system professionally tested every three to six months. /

Tool management “We believe that every tool has its place and when not in use, it should be in that assigned space,” said Lee Long, of Southeastern Freight Lines, concerning proper tool management. “That tool should be cleaned, oiled if applicable and ready for the next technician.” He added the company also does an annual calibration of torque wrenches, quarterly calibration of all tire gauges and continual monitoring of all tools. “One helpful tip is that we place a go/no-go gauge on our grinder,” Long said. ”If a tech uses the grinder, the last thing he has to do is use the gauge to place the grinder back to acceptable limits.”

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Training Techniques

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

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ome companies and fleet operations take their technical training extremely seriously. They provide some of the best ongoing training available to working technicians. Is your company one of them? If you’re proud of the training program you’ve established and would like to share that success with others, consider entering the Automotive Training Manager’s Council (ATMC) National Excellence in Training Awards. It’s a great way to showcase what your organization has accomplished and perhaps win one of the most prestigious training awards in the industry. “These awards serve to recognize the important function that training and trainers serve in the complex business of transportation service and repair,” said Dave Milne, ATMC president, in the 2013 Call for Entries press release. “The technology in the industry is constantly changing, and without talented trainers and effective programs, the ability of technicians and other support personnel to keep vehicles on the road would be greatly diminished.” The annual ATMC program honors outstanding or innovative training programs designed for service or support in the transportation industry. The awards are open to any person or entity providing training in the industry. The submissions are judged by an ATMC panel of some of the finest minds in the training industry. The awards are presented to programs that meet a prescribed level of excellence based upon several criteria, including the program overview, needs analysis, learning objectives, program materials/elements, delivery methods, measurement of the program’s effec-

18 August 2013 | Fleet Equipment

tiveness and program maintenance. Past winners of the ATMC award represent some of the most familiar names in the market. The 2012 National Excellence in Training Awards recipients include Federal Mogul Technical Training Center, The National Alternative Fuels Training Consortium, The Natural Gas Vehicle Institute and NAPA AutoTech. A quick check of the ATMC website (www.atmc.org) shows that organizations winning the award are in very good company. Competition improves the breed, or so the saying goes. By helping to identify and spotlight excellence in the training arena, ATMC also creates an opportunity to share ideas and best practices. Continuous learning to keep up with changing technology and process improvements is as much the responsibility of the trainer as the trainee. Comparing your training program to others allows the incorporation of new ideas that can improve your own program or process. It’s worth it just for the chance to see what others are doing. According to the ATMC website, the National Excellence in Training Award application process is free to all ATMC members and is $150 for non-members. For more information or an application, click on the “Awards” tab at www.atmc.org or call 703-6696670. The deadline to apply is Sept. 1. The 2013 awards will be presented in a special ceremony during the ATMC reception on Nov. 6 at the Automotive Aftermarket Product Expo (AAPEX) in Las Vegas. If you’re a training manager and will be at the show, feel free to stop by the ATMC reception and make some new friends. It could be one of the most important stops you make. /

Rapid Response: 800-930-7204 ext. 53019

IndustryNews June trailer net orders up 7%

Rapid Response: 800-930-7204 ext. 53020

Nearly 15,400 net trailer orders were received in June, up 7% from May. This update was reported in the latest “State of the Industry: U.S. Trailers,” published by ACT Research Co. “June’s cancellation rate was only half of that posted in May,” said Frank Maly, ACT’s director of commercial vehicle transportation. “It appears that fleets are standing firm with their order commitments. There is normally a jump in production in the last month of a quarter, and that definitely occurred in June.” ACT is a publisher of new and used commercial vehicle industry data, market analysis and forecasting services for the North American market, as well as the U.S. tractor-trailer market and the China commercial vehicle market. For more information, visit www.actresearch.net.

Freightliner, Saddle Creek develop CNG tractor with advanced aerodynamics Freightliner Trucks and Saddle Creek Logistics Services have jointly developed a new Freightliner Cascadia 113-in. BBC day cab with natural gas (NG) technology featuring advanced aerodynamics. Saddle Creek has ordered the first 10 of the vehicles, outfitted with a 120-gal. fuel system. When complete, this will mark the first time a NG will be fully enclosed behind the side and back of cab aerodynamic fairings. The Lakeland, Fla.-based third-party logistics company already has more than 100 Freightliner compressed natural gas (CNG) tractors in its fleet of 430 vehicles, making it the largest CNG over-the-road tractor fleet in operation in the country.

Powered by the Cummins Westport ISX 12 G heavy-duty NG with ratings up to 400 HP and 1,450 lb.-ft. torque, Saddle Creek’s Cascadia CNG tractors will include a fullyenclosed back cabinet behind the vehicle’s aerodynamics package. The placement of the tanks will further enhance the sleek exterior, which helps reduce drag and maximize payload. “Our new tractors are the first of their kind with this aerodynamic fuel efficient design. We worked closely with Freightliner engineers and Agility Fuel Systems to design this system,” said Mike DelBovo, president of Saddle Creek Transportation. “We have been able to provide our customers with remarkable benefits with each generation of our existing Freightliner CNG tractors, and we look forward to bringing them even better results with this latest tractor.” According to DelBovo, his Freightliner M2 112 CNG tractors have achieved more than 600 mi. per fill. He expects his new Cascadia CNG tractors to achieve at least 700 mi. per fill. “Partnering with a company like Saddle Creek allows us to continue to push the envelope when it comes to offering innovative sustainable solutions,” said Robert Carrick, sales manager — natural gas, for Freightliner Trucks. “Together with Saddle Creek and Agility Fuel Systems, we have developed the next generation in clean technology with improved aerodynamics that will move the industry in a new direction.”

Mitsubishi offers low financing, delayed payment plans on Fuso Canter FE Series trucks As part of its New Ballgame Sales Event, Mitsubishi Fuso Truck of America Inc. (MFTA) is offering 1.4% APR financing for 36 months on all new 2012-14 Canter 20 August 2013 | Fleet Equipment

FE Series medium-duty commercial trucks sold in the U.S., plus the option to delay the first payment for up to 90 days. The company also has announced that its dealers have been authorized to offer special incentives on a limited number of prior-year models and on trucks purchased by current owners of certain competitive cab-overs. “As the market continues to grow, we know many companies are finally looking to replace older vehicles they have kept in service longer than usual,” said Mike Rumsey, MFTA’s vice president of sales operations. “Others need to add more trucks to their fleets to satisfy increasing customer demands. Our low finance rates are designed to help those customers rebuild or expand their fleets.” A number of financing options underwritten by Hitachi Capital America or by Daimler Truck Financial are available. The New Ballgame sales event ends at midnight on Sept. 30.

Mack to begin production of DME-powered vehicles In 2015, Mack Trucks will begin production of dimethyl ether (DME)-powered Mack Pinnacle Axle Back models. DME is a non-toxic, clean-burning fuel that can be produced from multiple sustainable feedstocks. The fuel produces no soot, eliminating the need for a diesel particulate filter (DPF). “The benefits of DME are numerous,” said Kevin Flaherty, president of Mack Trucks North American sales and marketing. “It’s better for the environment because it burns clean, and it can be made from sources that are domestically available.” The Pinnacle Axle Back model powered by DME will be equipped with a Mack MP8 13-liter engine. Rapid Response: 800-930-7204 ext. 53021

Eaton debuts new authorized rebuilder program Diversified industrial manufacturer Eaton launched a new Eaton Authorized Rebuilder program that will give three large independent aftermarket providers an opportunity to rebuild and sell a differentiated choice for Eaton’s popular lineup of heavy-duty transmissions. The new initiative also will give fleets and independent drivers a new option to purchase www.FleetEquipmentMag.com 21

IndustryNews locally rebuilt transmissions with 100%genuine Eaton components that meet all of Eaton’s re-use and rebuild requirements. This new option can provide customers with a higher level of confidence and afterthe-sale support than other rebuilds. The new Eaton Authorized Rebuilders are Power Train, Indianapolis, Ind.; TransAxle, Cinnaminson, N.J.; and Valley Truck Parts, Grand Rapids, Mich. Power Train has 12 locations in Indiana, Kentucky and Ohio, TransAxle has 23 loca-

tions on the east coast and Valley Truck Parts has five locations in Michigan and five distribution centers throughout North America. To be recognized as an Eaton Authorized Rebuilder, staff at the three locations will be required to take Eaton’s technical and sales training, and meet Eaton’s reuse and rebuild criteria. Eaton will provide program participants with enhanced warranty coverage and marketing support, including signage and

tags for the rebuilt units, promotional materials and advertising support.

Hino Trucks announces free preventive service program HinoCare, a new preventive service care program, is being offered by Hino Trucks. The two-year/60,000-mi. maintenance program is available free of charge on all 2013 and 2014 model year 195 and 195 double cab diesel powered trucks delivered between July 1, 2013, and March 31, 2014. HinoCare covers all standard replacements, including engine oil, fuel and air filters, transmission fluid and differential oil. Standard checks include steering, brake pads, battery terminals, wheels, gauges, warning lights, mirrors, wipers, belts and air intake systems.

Love’s Travel Stops to offer Bridgestone, Firestone tires Bridgestone Commercial Solutions announced that Bridgestone and Firestone commercial truck tires will be available at 175 Love’s Travel Stops locations with tire care service. The addition of Love’s to Bridgestone Commercial Solutions’ truckstop network expands the manufacturer’s on-highway presence for fleets. “Our fleet customers want easy accessibility to Bridgestone and Firestone products throughout the U.S. highway system,” said Kurt Danielson, president of Bridgestone Commercial Solutions. “The addition of Love’s Travel Stops to Bridgestone’s truckstop network is a direct result of customer requests.”

Rapid Response: 800-930-7204 ext. 53022

Blue Tree Systems enhances HOS Advisor tool To reflect new Hours-of-Service (HOS) regulations that went into effect on July 1, Blue Tree Systems implemented software updates to its HOS Advisor tool. HOS Advisor keeps drivers informed of “Drive Time Remaining” and advises drivers about options available to best use available hours based on current HOS status. HOS Advisor provides dispatchers with the same real-time information, the company said, adding the tool is available at all times. 22 August 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 53023

Kenworth’s Renton plant celebrates 20 years The Kenworth Truck Co. assembly plant in Renton, Wash., recently celebrated its 20th anniversary. Since the plant opened in 1993, it has produced more than 130,000 Kenworth trucks. The facility currently produces T660, T800, W900, C500, K500 and 963 models along with some medium-duty Kenworth T370s and T440s. The Renton assembly plant holds ISO 14001:2004 certification for environmental management systems and last summer the facility received a 2012 Best Workplace for Waste Prevention and Recycling Award from the King County, Wash., Solid Waste Division for its efforts to reduce, reuse and recycle. As soon as a driver logs onto the system, the previous seven days of logs are automatically downloaded to the truck and a summary of the driver’s current drive time and remaining time available is presented. The system displays driver hours as a graph or a table. In graph format the data presentation is designed to be similar to that of the paper logbook, helping ease the driver’s transition to electronic logs. The tool also is able to advise on split logs for team drivers.

Maxion Wheels releases updated customer guides

Rapid Response: 800-930-7204 ext. 53024

To serve customers with fast and comprehensive wheel comparison information, Maxion Wheels said it has released two updated guides: A quick reference guide and a cross-reference guide for its North American OE and aftermarket customers. The information enables a wheel buyer to specify the exact wheel needed for a new or existing commercial vehicle.

24 August 2013 | Fleet Equipment

the United States. “When I was talking to a colleague who operated a transport fleet in the U.S., he told us that automatics delivered safer operation, faster runs, better efficiency and lower overall maintenance costs,” Scott said. “That was backed up with other research, so we decided to trial the two Western Stars delivering fuel to a mix of urban, semi-rural and rural operations because it was a vocation that appeared to ideally suit the automatics. Our drivers start in the morning with a little under 30 tons of fuel. About 20 deliveries are made throughout the day, so there is a lot of stop-and-go traffic and highway cruising.” The Allison-equipped Western Stars have been in the Scotts fleet since September 2012. Scotts reported that the trial has been an overall success, with increased efficiency and a strong vote of confidence from the two drivers. Detroit Diesel DD15 engines power both of the Western Star 4800s used in the test.

Allison automatic transmissions fuel change in Australia

Research finds flaws in 34-hour restart rule cost-benefit calculations

A major Australian transport company is pioneering the use of automatic transmissions in its fuel haulage division. Scotts Transport Industries has successfully tested two Allison 4500 Series transmissions in Western Star 4800 tractors hauling fuel tankers. Ashley Scott, operations manager for Scotts, said the decision was prompted by a recommendation from a colleague in

The American Transportation Research Institute (ATRI) has released findings of its assessment of the Regulatory Impact Analysis used by the Federal Motor Carrier Safety Administration to justify changes to the Hours-of-Service 34-hour restart provision, which took effect July 1, 2013. ATRI’s analysis was based on industry survey data of more than 2,000 com-

IndustryNews mercial drivers and 500 motor carriers, as well as a detailed analysis of 1.4 million driver logbooks from more than 40,000 commercial drivers. The ATRI analysis quantifies that FMCSA’s purported industry benefit and actual costs resulting from the restart changes differ by more than $322 million. Identified were several flaws in the FMCSA Regulatory Impact Analysis, including the reliance on driver logs from carriers undergoing compliance reviews and safety audits, which ATRI says skewed the data toward drivers operating at the higher limits of available hours. In addition, ATRI pointed to the assignment of industry costs associated with the change to only 15% of the driving population, ignoring operational changes and associated costs, which are likely to be experienced by a much larger percentage of drivers. The changes to the Hours-of-Service rules include two new 34-hour restart provisions, which limit use of the

restart by truck drivers to one per week (168 hours) and a requirement that the restart include two overnight periods from 1 a.m. to 5 a.m.

Mitchell 1 has online test site for technician skills competitions Initially created in support of Oregon’s 2013 SuperTech competition, a new online test site from Mitchell 1 can be utilized during SuperTech skills competitions administered by state trucking associations. The test measures a contestant’s ability to diagnose a problem and determine the proper fix using Mitchell 1 software, including Tractor-Trailer.net for repair information and Repair-Connect.net for diagnostics. Typically, SuperTech contestants must test from a computer at the event. With the deployment of the new online test site, competitors can take the test from any computer with web access during the time frame established by state organizers. Once logged on to the test site, the con-

testant has 20 min. to complete the test. At the conclusion of the test period, Mitchell 1 sends results to be included in the competitor’s final score to the state SuperTech committee.

Motion launches In-Vehicle Computing Solution The newly introduced In-Vehicle Computing Solution from Motion Computing includes a range of docks, mounts and computing accessories designed to work with Motion Tablet PCs. Also featured are safety-enhancing features, such as builtin sensors that limit the use of computer displays while the vehicle is in motion. For fleets with a driver-passenger setup, an optional swing away solution provides full access for the passenger when the vehicle is in motion. An administrative tool allows fleet managers to configure what applications are accessible by the driver, the company added. Motion’s In-Vehicle Solution is based on Tilt & Rotate modular design that works

Rapid Response: 800-930-7204 ext. 53025 www.FleetEquipmentMag.com 25

IndustryNews with the company’s F5t and CL910 Tablet PCs to provide a wide range of adjustment angles. In addition to dashboard mounting, Motion offers traditional floor mounting.

Accuride expands manufacturing at Henderson plant Accuride Corp. announced plans to expand its Henderson, Ky., plant. The company is investing $5.8 million to expand its powder coating capacity with the installation of a new coating line at its

steel wheel production facility. The paint technology upgrade will add 30 jobs over the next few years, according to the company. Accuride’s Henderson facility was established in 1974 as part of what was then Firestone Steel Products. The 364,000-sq.ft. manufacturing center on 118 acres employs about 160 people. The Henderson facility also is home to Accuride’s wheel research and development center, as well as the company’s wheel product development and testing facilities.

Wix Filters announces Texas Getaway sweepstakes Through a partnership with Performance Racing Network, Wix Filters is offering a chance to win a VIP package to the AAA Texas 500 in Fort Worth, Texas, Nov. 1-3. The Texas Getaway sweepstakes winner will receive a prize package valued at $4,500, which includes two airlines tickets, hotel accommodations for three nights, two VIP race passes for the NASCAR Sprint Cup Series and Nationwide Series events, access to a meet-and-greet with Ryan Newman and $500 for travel expenses. Sweepstakes contestants can enter through Sept. 1 at www.goprn.com/contests/texas_getaway. Entries also can be made by filling out name, address, telephone number and age on a 3x5 index card and mailing it to: PRN’s Texas Getaway Sweepstakes, P.O. Box 610, Harrisburg, NC 28075. The winner will be chosen on or around Sept. 13. Only one entry per person will be accepted.

Interstate Batteries wins CIO award International Data Group’s CIO magazine has named Interstate Batteries as a recipient of the 2013 CIO 100. The 26th annual award program recognizes organizations around the world that exemplify the highest level of operational and strategic excellence in information technology, the company said.

Intermec research reveals new technology could cut P&D time

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According to a recent survey of transport and logistics firms in six countries conducted by Intermec, managers around the world believe that arming their mobile workforce with new technology could cut their pick-up times by 30% and delivery times by 29%. The April 2013 survey found that 38% of U.S. organizations view operational efficiency as the area of most strategic importance for their business. Overall, 92% of companies worldwide claim that meeting these expectations is placing significant challenges on their businesses and most feel that customer demand can best be achieved by automat26 August 2013 | Fleet Equipment

IndustryNews

Meritor earns PACCAR Quality Achievement Award A fourth consecutive Quality Achievement Award from PACCAR for parts and component quality has been awarded to Meritor. The award recognizes suppliers that achieved a defect rate of 50 parts per million (PPM) or less during 2012. Four Meritor manufacturing facilities received PACCAR’s 2012 Quality Achievement Award, including locations in Forest City, N.C.; Cienega, Mexico; Frankfort, Ky.; and Sisamex, the company’s joint venture with Quimmco in Monterrey, Mexico. Meritor supplies axles, braking systems and other drivetrain components for PACCAR’s Kenworth, Peterbilt and DAF commercial trucks.

ing key pick-up and delivery processes and by adopting new technology for drivers such as GPS, mobile and broadband communications. The companies surveyed anticipate that by adopting these technologies, the time for each pick-up and delivery can be cut by 2.68 and 2.41 minutes, respectively. Conclusions of the Intermec survey include: • Respondents believe broadband mobile communications (60%), integrated vehicle telematics (44%) and RFID (38%) offer the most promising return on investment to their organizations.

• Efficiency gains from new technology could extend to back office staff. Survey respondents report they are receiving 6,677 calls per day from customers asking for order status updates. By providing proactive shipment updates, a process enabled by location-based and mobile technologies, these same companies believe they could eliminate 24% of these calls immediately. • Forty-four percent of companies feel that process re-engineering is the most effective means of improving operational efficiency levels and that such an effort can improve efficiency levels by more than 13%.

Class 8 retail sales at ninemonth high Although commercial vehicle orders slipped month over month in June, there was still good news. Class 8 net orders fell below 20,000 units for the first time since last September, at 18,830 units. Classes 5-7 net orders also retreated, totaling just under 15,500 units. This update was included in the State of the Industry report, recently released by ACT Research Co. The report covers Classes 58 vehicles for the North American market. “Positively, Class 8 retail sales, when seasonally adjusted, were at a nine-month high of 22,000 units. Through year-todate June, sales have occurred at a seasonally adjusted annual rate of 249,000 units,” said Kenny Vieth, ACT’s president and Senior Analyst. “Inventories were down 12,000 units from last June, and the inventory-retail sales ratio dropped to its lowest level, excluding the last two Decembers, since November 2011 at 47 days of supply at June’s sales pace.”

Rapid Response: 800-930-7204 ext. 53027 www.FleetEquipmentMag.com 27

IndustryNews Seaboard Foods adds natural gas-powered Kenworths High Plains Bioenergy, a wholly-owned subsidiary of Seaboard Foods, is now using two Kenworth T660 day cabs powered by the new Cummins Westport ISX12 G heavy-duty natural gas (NG) engine to transport biodiesel from its plant to regional customers. In addition, Seaboard Foods Live Production Operations will be placing 43 Kenworth T800 short hood day cabs powered by the Cummins Westport ISX12 G engine into operation hauling live animals from farms to the company’s pork processing plant and animal feed from its feed mill operations to its farms. The compressed natural gas (CNG)-powered trucks at Seaboard Foods will be fueled using two new dedicated NG fueling stations that the company has built near its biodiesel plant in Oklahoma, where it produces more than 30 million gal. of B99 biodiesel annually. “We see adding CNG-powered Kenworth trucks as a great opportunity to further our commitment to sustainability and environmental stewardship,” said Terry Holton, president and chief executive officer of Seaboard Foods. “The availability of a 12-liter NG engine makes it possible for our operation to run CNG-powered trucks because it provides the right amount of power and torque for the loads our trucks carry.” The Cummins Westport ISX12 G engine can run on either CNG or liquefied natural gas (LNG). The NG engine uses a maintenance-free, three-way catalyst. Kenworth currently offers the ISX12 G for the Kenworth T660 and T800 short hood (116.5-in. BBC).

LED headlamps now standard on Freightliner Cascadia models

Rapid Response: 800-930-7204 ext. 53028

Freightliner Trucks announced that Truck-Lite high-visibility LED headlamps are now standard on all Freightliner Cascadia and Cascadia Evolution truck models. According to the truck maker, they are custom-engineered by Truck-Lite for the Cascadia and Cascadia Evolution and offer superior nighttime driver visi-

28 August 2013 | Fleet Equipment

bility and enhanced safety, resulting in improved object recognition at night. The LED beam pattern also reduces eyestrain for drivers and minimizes harsh headlight glare. The lights reduce the draw on the vehicle’s electrical system, freeing up power for other uses and resulting in a 50-times longer lighting system life than conventional halogen technology, the company added.

“We want every component on our products to not only be cost-efficient, but to enhance vehicle safety and productivity,” said Mary Aufdemberg, director of product marketing for Freightliner Trucks. “The Cascadia and Cascadia Evolution are industry leaders in safety, driving experience and lowest total cost of ownership, and LED headlamps further enhance the products.” /

Rapid Response: 800-930-7204 ext. 53029

For Asset Management

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

How fleets are leveraging information technology to streamline the business process and increase efficiencies

Added value:

onboard IT

Fleets often have clear goals in mind when adopting vehicle and information management solutions. In many cases, they also find new value in the systems and software they have chosen. At Old Dominion Freight Line, the lessthan-truckload cost information system (LTL/CIS) developed by Transportation Costing Group (TCG) has provided cost information for pricing, yield management and operations for more than 10 years. Based in Thomasville, N.C., ODFL serves more than 48,000 points through 220 service centers in 48 states with a fleet of more than 6,000 tractors and more than 24,000 trailers. “We use the system’s ability to account for costs in linehaul, P&D, dock handling, cargo loss and damage and billing and collecting,” said Todd Polen, vice president of pricing. “It clearly allocates costs,

Using information in management systems and from onboard technology in new ways can pay dividends

including those for overhead. It’s activitybased, meaning we can look at costs for each part of our business and for each customer. “Every LTL shipment is a unique combination of weight, pieces, density, origin and destination and has specific handling requirements,” Polen added. “Shipment costs must be properly accounted for if we’re going to be able to make sound business decisions. “What we’ve found is that the LTL/CIS software provides other valuable information,” he continued. “For example, in some smaller terminals, drivers may also work on the dock. Especially in light of new Hours-of-Service regulations, it’s important to classify their activity and adjust labor rates correctly, an ability we have with this solution.” Polen also pointed to the ability to

Headlines

Information technology industry news

XRS partners with Capella Learning Solutions

XRS Corp., (formerly Xata Corp.), a provider of mobile fleet optimization software, announced that it has retained Capella Learning Solutions to develop learning courseware that will enable customers to realize the full potential of its newest software platform, XRS. The courseware comprises the new, online XRS Learning Lab that focuses on fleet managers and drivers. “The way people learn is dramatically changing and we have reflected that in our XRS Learning Lab,” said Jay

30 August 2013 | Fleet Equipment

Coughlan, chairman and chief executive officer of XRS Corp. “No longer do fleet managers and drivers want to sit in seminars, page through manuals or watch endless YouTube videos. They want to access training and support anywhere, anytime, using any device. We’ve built the XRS Learning Lab on these same principles.” Coughlan added that XRS selected Capella Learning Solutions as its partner because of Capella’s curriculum design, outcomes-based learning and speed to competency.

Omnitracs Telematics to be installed in Iron Mountain fleet Omnitracs Inc., a wholly-owned subsidiary of Qualcomm Inc. and provider of integrated wireless systems, applications and services to transportation and logistics compa-

monitor dwell times at pick-up and delivery locations. “We find savings by addressing these issues with drivers and customers,” he said. “Sometimes the delay is legitimate, but when it’s not we can work with our driver, or put pricing in place that accounts for the time our customers need our equipment at one of their locations.” TCG’s LTL/CIS software also is helping manage costs by terminal. “With the solution, each of our freight terminals has a separate record of its specific costs,” Polen explained. “Each terminal profile also has data on P&D performance by run or location, and all outbound linehaul legs, including miles, cost, load, cube and balance. Knowing exactly where costs are being incurred gives each terminal’s management team a better way to work with employees and customers.” Sioux Falls, S.D.-based K&J Trucking provides 48-state refrigerated service from facilities in South Dakota and Oklahoma with 110 tractors and 165 trailers. “We chose the R:COM Fleet Management solution from Blue Tree Systems for its trailer tracking and temperature management features,” said Michelle “Shelley” Koch, president of K&J. “Our goal was to get ahead of the curve when it comes to food safety regulations by having temperature data for customers and regulatory agencies.” While K&J Trucking is using the Blue Tree system to enhance customer service, the carrier also has found it can provide data on trailer use at customer facilities that can be addressed in rates and pricing. Not to be overlooked as well are the lower refrigeration unit fuel costs that K&J is realizing from the information it now has at its disposal. “The largest source of refrigeration fuel cost savings is coming from the ability to monitor and shut down refrigera-

tion units when trailer doors are open,” Koch relates. “A pre-cooled trailer that is unloaded quickly actually holds its temperature more efficiently, especially on multi-stop loads, because a running refrigeration unit pulls in warm air. Conservatively, our fuel costs are down 2% per month and we expect that to increase as we work with our drivers to address temperature control and door opening times.” Whether it’s recouping an investment in on-board technology through unexpected savings or cutting costs by accessing data that enables best practices and better decisions, the added value of these solutions is paving a path to higher revenue and improved profitability. “It can be totally unexpected,” said ODFL’s Polen, “but mining information regularly and finding inefficiencies you may not have known about can be very enlightening.” /

ABI Research ranks Trimble top provider of fleet telematics

Trimble announced that the company received a top ranking in ABI Research’s 2013 Commercial Fleet Telematics Competitive Assessment. Out of the 19 fleet telematics service providers assessed on “Innovation” and “Implementation,” Trimble was the only provider that ranked among the top three in both categories. “The transportation industry recognizes telematics as the gold standard for delivering exceptional return on information. We are steadfast on our focus to deliver added value to customers, which is the ultimate metric of our success,” said Ron Konezny, general manager of Trimble’s Transportation and Logistics (T&L) Division. “While Trimble operates internationally, we focus on utilizing local resources to provide innovative, best-in-class nies, announced that Iron Mountain Inc. will install Omnitracs’ solutions and services to meet our customers’ needs. Our global market leadership in delivering telematics Mobile Computing Platform 50 (MCP50) across its North through advanced, integrated fleet mobility systems can American fleet. The telematics technology will help the storimprove regulatory compliance management, driver age and information management company to serve more customers over fewer miles, optimizing its service delivery and safety and customer service and reduce fuel and operational costs, which can ultimately positively impact an orimproving its environmental sustainability. ganization’s bottom line.” Iron Mountain will add the systems to its North American The assessment results acknowledge that Trimble’s fleet of more than 2,500 vehicles, collecting data like vehicle speed and acceleration rates on roughly 8.5 million trips annu- strategy of acquiring key telematics companies in the trucking sector is paying off. Gareth Owen, principal anaally. The Omnitracs MCP50 platform and mobile fleet manlyst at ABI Research, said, “Its recent acquisition of Peoagement applications will help Iron Mountain to improve pleNet and Punch Telematix has boosted its presence in customer service, promote safer driving practices and augthe trucking sector, particularly the enterprise sector, ment its chain of custody for securing information in transit. while its acquisition of ALK Technologies enables Trimble Iron Mountain plans to roll out Omnitracs’ end-to-end fleet to offer more sophisticated navigation services commanagement solutions across its North American fleet over pared to its competitors.” the next year and a half.

www.FleetEquipmentMag.com 31

Trailer TOPICS Thanks to cell phones... bypassing weigh stations has gotten a whole lot easier

t wasn’t that long ago that all phone calls were made from stationary phones in your home or office—hard wired. Today, we take cell phones and smartphones for granted. While they help everyone from truck drivers to fleet managers stay connected, they also offer a new way of doing business. “We call it commercial mobile radio service [CMRS] transponder technology,” said Brian Heath, president of Burlingame, Calif.-based Drivewyze. “Through our Drivewyze weigh station bypass service, it’s a game changer for the trucking industry. Traditional transponder technology—expensive poles with short distance radio transmitters—began more than 20 years ago; that’s akin to a hardwired telephone. It was the only way you could do bypass back then. Today, CMRS transponders are unique from traditional transponders. They do not require any roadside hardware to work and instead communicate using cellular data connectivity.” According to Heath, Drivewyze is a transparent, neutral platform that allows state agencies to reward safe truck companies (as indicated by CSA scores), with bypass opportunities. “This frees front-line inspection officers to focus their attention on the trucks that need inspections,” said Heath. “A secure interface inside the weigh station displays the results of each bypass request after it has been automatically processed. Based on carrier, vehicle and driver-level data, and a state’s bypass criteria, trucks 32 August 2013 | Fleet Equipment

are told to either bypass or report to the weigh station. Aside from a 2% random inspection, most fleets with high safety scores can enjoy bypass rates of up to 98%.” Heath said Drivewyze PreClear is the nation’s only mobile-based commercial vehicle subscription service for weigh station and roadside inspection site bypass. The service runs on permanently installed in-truck devices, as well as mounted tablets and smartphones. “A FMCSA study showed that a weigh station stop,

eight trucks, was shown it had 162 bypass opportunities over a month’s time and was granted 157 bypasses (a 97% bypass rate). Those trucks and drivers saved 13.1 hours, and 62.8 gal. in fuel, which was calculated to save the company $1,362. We even showed the benefit to the environment—bypassing reduced CO2 emissions by 1.9 tons. The cost for the service? Just $15.75 for multistate bypass coverage with volume discounts available.” The Drivewyze bypass program cur-

“Most fleets with high safety scores can enjoy bypass rates of up to 98%.”—Heath made for as little as five minutes at a time, costs the operator $8.68 in fuel and lost time,” said Heath. “The ROI for Drivewyze PreClear is one of the best in the industry.” Thanks to working with partners such as PeopleNet, XRS and Zonar, Heath said the future is exciting. “We started by having our technology available on smartphones—downloaded from app stores. But for fleets that have onboard systems, we’re integrating Drivewyze with their tablets and systems so they can literally ‘turn on’ and register Drivewyze for bypass opportunities.” According to Heath, Drivewyze provides “proof in the pudding” about the value of bypassing. “Each month we provide a full, easy-to-understand report that shows the ROI for our customers. One smaller fleet, running

rently is offered by 16 state agencies at 223 locations. Heath said new states continue to adopt the Drivewyze program and service site locations are being added each month with a goal to have full national coverage in 2014. “With the advent of what we’re doing with GPS-connected devices and the $380 billion infrastructure investment that wireless cellular carriers have made in providing data coverage, bypass services can now be deployed to all fixed and mobile enforcement sites across the country without any installation costs,” Heath said. “This represents a significant leap in vehicle to roadside communication capabilities at significantly lower costs for both states and the fleets that utilize the bypass system.” /

Rapid Response: 800-930-7204 ext. 53033

Aftermarket Insights BY CAROL BIRKLAND | EDITOR-IN-CHIEF

Good friction: Replacing air disc brake pads Choosing the right friction material for air disc brakes is only one factor to consider when replacing pads

ccording to Rick Martin, senior manager of aftermarket training for Meritor, when it comes to purchasing replacement friction material for air disc brakes (ADB), there are some things fleets need to know—the most important of which is buying the same lining material the OEM installed on that vehicle; i.e, replace like for like. “OE brake manufacturers, like Meritor, spend a lot of time and money on R&D to produce the correct brake linings for specific vehicle applications,” he says. “Some fleets think they can buy less expensive replacement friction, but they may be compromising performance and safety. However, if the vehicle has changed applications, then consultation with a lining provider may be necessary to spec the correct lining for the new application for best performance.” Martin goes on to say that many major fleets buy only OE replacement friction material for their ADBs. The reason from a safety and liability standpoint is if the vehicle is in a major accident, investigators conduct a thorough inspection of the brakes. For 29.4% of trucks involved in crashes, brake failure, brakes out of adjustment, etc., is an associated factor, according to the U.S. Department of Transportation’s Federal Motor

34 August 2013 | Fleet Equipment

Carrier Safety Administration. Fleets know that spec’ing OE replacement friction means the brake lining on that vehicle meets all regulations of the Federal Motor Vehicle Safety Standard-121, so lining quality is one less item to be concerned about. So why spec ADBs over drum brakes in the first place? ADBs provide surer, safer stops, less maintenance and longer lining life—adding up to longer vehicle up-time and better performance than a comparable drum brake. “Safety and longer life are a key reason to specify ADBs and OE replacement friction material,” Martin continues. “ADBs perform better; the metallic brake pads help to dissipate heat generated from friction created during braking, reducing brake fade and increasing lining life.” With component warranty on ADBs equal to a comparable drum brake, ADBs are a logical choice for safety and performance.

Still a new choice Jim Clark, director of engineering for TMD, says, “ADBs are still relatively new to the North American market, and therefore the choice of air disc replacement pads is somewhat limited. But fleets can still look to aftermarket pads to reduce replacement part costs and improve lining life.” As with drum brakes, he notes, this includes a selection from different friction levels—generally the lower the friction level of the pad, the longer it will live. “For this reason, TMD offers three different air disc pad friction levels, all manufactured in North America,” Clark says. “However, we also recommend that fleets select aftermarket pads that meet the OE FMVSS 121 dynamometer standard, for the axle rating and air chamber size on the vehicle. This is complicated by a range of air chamber sizes that are being used on air discs. As an example, for a typical 20,000-lb. rated axle, fleets could find ADBs with chamber sizes of T18, T20, T22 or T24, instead of the standard ‘one size fits all’ T30 for drum brakes.” The best way to determine if a pad meets the OE 121 test for a specific vehicle’s air chamber and axle rating is to obtain the test results from the manufacturer’s sales literature or contact the company directly. A final way is to look at TMC’s Recommended Practice RP628, “Aftermarket Lining Qualification,” which lists friction materials that have passed the 121 standard. Due to the more complex selection of aftermarket pads for disc brakes, fleets should expect air disc pad suppliers to be more available

Unfolding trend A

ccording to Steve Hampson, director of sales for WABCO North America, “Air disc brakes provide many benefits for fleets, including enhanced vehicle safety, shorter stopping distance than drum brakes—exceeding FMVSS 121 stopping distance requirements—and higher braking performance. ADBs offer stable brake performance with virtually no pulling or fading, enhanced drivability and optimal downhill performance.” Hampson goes on to say that with ADBs, there also is less downtime and easier maintenance due, in part, to a simple pad exchange, which translates to lower service costs. Best ADB candidates ADBs are the better choice in nearly all kinds of applications, including line haul, liquid and bulk hauling, refrigerated trailers, delivery vehicles, municipality vehicles, emergency vehicles, refuse vehicles and construction equipment, Hampson notes. In particular, the benefits of ADBs relate to increased vehicle safety. Even though the first installation cost of ADBs is higher than that of drum brakes, the payback for ADBs is realized arguably in the short term through lower operating costs and less vehicle downtime. Servicing ADBs Servicing of ADBs is easier than for drum brakes, with extended service intervals and simple pad exchanges that require less than 50% of the time required for drum lining replacement. Again, this translates to lower maintenance costs. “When pads are replaced, this should be done in pairs, with both brakes on an axle replaced at the same time,” Hampson says. “In addition, the hold down springs should be replaced at every pad exchange.”

www.FleetEquipmentMag.com 35

Aftermarket Insights to assist quickly and easily with their questions. Early this year, TMD announced a new technical support program in which friction material engineers are available to answer fleet questions. Beyond that, fleets should expect their pad and brake lining supplier to assist whenever they have issues with their brakes.

Know your supplier Alesha Erving, product manager of commercial markets for Abex Brakes/Federal-Mogul, reminds fleets, “One of the most important things any fleet should know is who manufactured the pads they are planning to install. It’s vital to know what level of experience the manufacturer has in the commercial vehicle braking category. Are they an OE supplier? What types of R&D and testing do they perform? Can they provide the technical support most fleets count on? OE ADB pads must go through rigorous testing protocols before they are placed in service—an important quality distinction that helps ensure the safety and performance every fleet demands, she says, adding that as a global supplier of OE air disc pads, “Abex has the expertise needed to provide proven, world-class formulations that meet the toughest standards of the most demanding customers.”

Erving goes on to say that it’s important to know as much as possible about the vehicle. What is its specific vocation? How is it used? She acknowledges that technical training services are expensive and require the manufacturer to have a real stake in the friction category, but a fleet can learn a lot about a supplier—and its products—based on how well it provides technical support. Abex offers an on-site ADB clinic that covers the basics of the most popular systems and provides helpful, time-saving troubleshooting tips for maximizing cost-per-mile. I also offers troubleshooting information in its electronic catalog. “As we start to see more vehicles equipped with ADBs, especially in the wake of the RSD regulations, it’s important to partner with a supplier that has a foundation brake heritage and proven OE manufacturing expertise,” Erving adds.

Changing ADB pads Changing ADB pads and rotors requires less than half the time needed for a drum brake repair, so fleets can significantly reduce vehicle downtime and labor costs. That being said, Erving advises regular brake inspections, which are a very important part of the equation. Just like drum brake maintenance, it is essential to have a preventative maintenance schedule for vehicles equipped with ADBs. Checking pad thicknesses, wear patterns and caliper clearances and inspecting the rotor surfaces for cracks is key to maintaining a road-ready vehicle. “We also recommend fleets become familiar with the CVSA out-of-service criteria for ADB,” she adds. Technicians should always consult the OE service manual for proper tolerances and recommended inspection practices for a particular brake system.

Sophisticated system

Rapid Response: 800-930-7204 ext. 53036

When it comes to choosing the right ADB pads for their operation, fleets need to know that the ADB system is very sophisticated, says Rafael DiBuono, Fras-le North America product manager. He advises they be replaced with high quality OE-equivalent friction material and should be changed in pairs. There are some special considerations when changing ADB pads, DiBuono notes. “First of all, you need welltrained technicians. Then you need to look at the status or consideration of the rotors. Next, all Pneumatic components that make up the air brake systems should be completely checked.” He notes that fleets will spend more money on ADBs, but they provide a better return on investment versus a drum brake system, and they are more responsive than drum brakes. DiBuono adds that warranty is very important, as it provides protection on workmanship and premature wear—because the air brake system is a safety component, proper warranty is critical.

36 August 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 53037

Aftermarket Insights OEM choice Paul Chappell, product manger for Haldex, says, “The right pad for the application is chosen by the OEM in consultation with the ADB manufacturer. The fleet needs to ensure they are replacing with OEM or OEMequivalent pads and that the pad meets the original specification regarding material and structural performance. Also, the replacement pad must be the same physical dimensions to the original and approved for the ADB caliper in question.” He goes on to say that fleets should expect a readily available supply of appropriate replacement pads through a national distribution network or OES distribution, as well as product and field service support. As for warranty, ADB pads are expected to have a longer life compared to drum shoes, he notes, however, fleets should expect a minimum one-year warranty for coverage against material and workmanship defects. ADB pads are a wear item, and regular recommended maintenance procedures for the ADB caliper and associated components is necessary to ensure satisfactory pad function and performance. Chappell adds that when replacing pads, fleets should make sure the ADB caliper is functioning properly and that the replacement pad is properly installed and retained.

ADB friction is key

Rapid Response: 800-930-7204 ext. 53038

Gary Ganaway, director of marketing and customer solutions at Bendix Spicer Foundation Brake, says, “Friction is an integral part of the brake system. In particular, the brake mechanism and adjuster have been calibrated to work best with the mechanical characteristics of a given friction. Using a different friction during service can have severe impacts on the proper operation of the brake and on stopping performance.” The production of proper friction is not as simple as providing a material, which simply fits in the brake assembly, Ganaway notes. The friction supplier should be competent 38 August 2013 | Fleet Equipment

To learn more, refer to TMC’s Recommended Practice RP628, “Aftermarket Lining Qualification,” which lists friction materials that have passed the 121 standard.

enough to supply materials as OE— this is an indication that the materials have the proper mechanical characteristics, swell and growth, stopping power, heat rejection, fade and recovery. In addition, the supplier should have knowledge of specific applications and have demonstrated the ability to offer solutions. An inspection of the foundation brake should be performed when changing the ADB pads, Ganaway says. The rotor should be inspected for cracks and uneven surfaces, and the thickness should not be less than the manufacturer’s stated minimum thickness. The brake assembly should be inspected to ensure that any boots are not torn or damaged, that the caliper is sliding freely, and that there is not excessive play in the guidance system, he adds. Conduct a visual inspection for any damaged or missing components. The brake chamber and air lines also should be inspected for air leaks and damaged or worn components. “The best warranty is the one that you don’t need,”states Ganaway. “Traditionally, warranty coverage is considered an indicator of how robust or effective a product is—the longer the warranty, the more durable the product. In addition to the warranty period, there is the claim administration process. Make sure there a is a convenient process for reimbursement when a claim is filed, and is the turnaround time reasonable so that the fleet isn’t inconvenienced.” /

Rapid Response: 800-930-7204 ext. 53039

Special Report BY STEVE STURGESS | CONTRIBUTING EDITOR

Kenworth updates

NG offering Kenworth natural gas open house updates customers on engine availability, model lineup coupled with a driving experience at the Kenworth Chillicothe plant Kenworth Models with natural gas engines

ccording to Andy Douglas, Kenworth’s national sales manager for specialty markets, the third annual update on Kenworth’s natural gas (NG) progress has customers approaching the topic more proactively. Attitudes are changing from “let’s talk about it” to “let’s do it.” Early trials are turning into orders as the whole NG experience goes from a “science project” to a solid business model, he said. To underscore the point, a small trucking press group was invited to spend some informal time with Douglas and drive a selection of Kenworth trucks that had been assembled for the NG demo.

The KW Lineup The Kenworth NG lineup covers the available market with engines from Cummins Westport and from Westport. This may seem confusing, but in simple terms, there is a 9-liter ISLG and the just-available 11.9-liter ISX 12G, both of which are joint venture Cummins and Vancouver, Canada-based Westport products. These are spark-ignition NG engines. Then there is the15-liter GX, which is pure Westport and features a diesel-pilot injection, with second40 August 2013 | Fleet Equipment

T440

GX ISX 12G ISL-G

T470

T660

T800

T800 Short Hood

W900 Sloped Hood

X X

X X X

ary injection of NG to develop the power stroke. It is, however, based on the Cummins ISX 15. These three engines are available in Kenworth T440, T470, T660, T800, T800 SH (short-hood) and W900 Sloped-Hood models (See chart above). As yet, none of the New Generation 680/880 models are included in the NG lineup. Of these, the ISL-G and the ISX 12G can be liquified or compressed natural gas fueled (LNG or CNG). The GX 15liter is only available fueled by LNG. The demo trucks lined up at the

event included T440, T800 and T800 SH. As a further complexity, different fueling systems were featured, with long-term LNG partner Trilogy supplying some and relative newcomer Agility also represented. Trilogy offered a back-of-cab CNG “cabinet” for the T800 SH. Douglas said this underscores the gaining legitimacy of NG as a viable fuel. Also, more competition means more innovation. This should mean the price of gas storage on the truck—to date one of the major obstacles to its widespread adoption—will start to come down. It’s a self-fulfilling process, Douglas added: as prices fall and demand picks up, increased volume will see prices falling yet more.

Getting on the gas Cummins ISX 15

The Westport 15-liter has been around for several years and we have driven that in various situa-

tions, including a drive of 100 mi. or so pulling a loaded trailer in Washington. There, the conclusion was that the 15liter is easily able to hold its own against a diesel and at significant savings in fuel cost, once the issues of infrastructure are resolved. But the engine that had our focus— and very much that of alternate fuel customers—is the newly-arrived 12liter Cummins Westport. That, said Douglas, has everyone’s attention as the current 350 and upcoming 400 have the muscle to replace a broad swath of engines in regional, line-haul and vocations where the already available 9-liter is pushed to deliver. The 9-liter is more than adequate for P&D applications, as very successful demonstrations—and orders—at Coca-Cola and an Indianapolis bottling fleet Monarch Beverage attest. CocaCola has placed multi-truck orders for 9-liter gas distribution trucks, while Monarch has said it is the company’s intention to run a fleet with 85% of the trucks NG-powered. The whole NG scene got a boost with a recent announcement by UPS that its 800 tractor orders for the package fleet in 2014 would include no diesel-fueled units. Some will be CNG and some LNG, said UPS COO David Abney at the recent ACT Expo in Washington, D.C., but all will be NG. Kenworth is to get a major share of that, and certainly a good number of those units will be powered by the ISX 12G. So our decision was to zero in on the 9-liter and the new 12, driving first a

T440 P&D tractor-trailer around an urban course that included Highway 159 through the middle of Chillicothe. This was followed by a stint with a T800SH with the ISX 12G. Both of these were CNG fueled, the first with tanks by Agility, the second with the back-of-cab Trilogy setup. As a bonus, there was a roll-back chassis, unloaded, with the 12G that proved to be such a rocket ship that it was returned after only a couple of convincing miles. The 9-liter ISL-G is adequate for the P&D role, but it undoubtedly has to work for a living. It is a bit noisy— despite the low-noise combustion of NG—as it has to turn a lot more RPMs to get the job done. Where we are used to keeping diesels in the low teens, the ISL needs to rev out to 2,200 RPMs on a regular basis to keep up with traffic. The progress is aided by the well-matched Allison transmission that is a part of the ISL-G package, but when the fan

gear. The hardest shift was in the fourfive and five-six, where considerable care has to be taken to back the throttle to zero before making the shift to get even a semblance of a smooth change. The other rather disconcerting thing was the peculiar noise that accompanies deceleration of the engine. Cummins calls it a “bark,” and it is caused by the sudden release of boost pressure with the closing of the throttle. It’s very odd and like nothing as pleasing as the waste-gate pressure release on a Golf GTI or a Subaru WRX, for instance. However, it did not impede the progress of the vehicle around the busy route of the demonstration. At the end of the day, it was a con-

Westport GX engine and tank setup

kicks in as well, it’s all a little raucous. The 12G is entirely different. It drives more like a diesel in that low speed torque is on the generous side of adequate. The demo truck had a ninespeed Eaton manual, so the usual 1,500 RPM shift points were used and the truck made good progress, picking up the next gear well and getting on down the road. But it took some driving. The response to the throttle is very different from a diesel’s. There appears to be some surge, so that gearshifts are not quite as intuitive—nor as smooth, let it be said—as driving a well-mannered diesel. The biggest difficulty was accelerating away, which required very little throttle or time in

vincing demonstration that NG in the shape of these three Cummins engines is a viable proposition, providing other factors are accounted for, most notably infrastructure concerns and the type of operation the truck is going to see. Still, there is that feeling that the technology is evolving. As it should. Just think about it: the diesel has been in trucks since 1931 when Clessie Cummins put his engine in an Indiana truck and drove it coast-to-coast. That’s 80+ years of development. NG heavyduty engines have come a long way in a far shorter time and they will undoubtedly see a lot more development as we go forward. But again, referring to Andy Douglas’ opening comment, it’s no longer a science project. These trucks are relevant now, here to stay and with the fastpaced development of infrastructure and on-board fueling, they become more and more viable every day. / www.FleetEquipmentMag.com 41

Equipment Management

Training:

BY TOM GELINAS | EDITORIAL DIRECTOR

An investment in efficiency Training technicians on the correct use of shop tools and equipment, from vehicle lifts to diagnostic tools, should be considered an investment—not an expense

42 August 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 53122 

igh on the value list of every good truck equipment manager are safety and efficiency. Fleets try to spec and operate their rolling equipment to be the safest and most fuel efficient possible, and they train their drivers to do the same. In like manner, safety and efficiency are important aspects of operations in well-run maintenance shops. A vehicle lift is just one example of shop equipment that calls for technician training on an ongoing basis. Ken Atha, OSHA’s regional administrator in the West, says, “Workers in the automotive industry are exposed to crushing hazards from automotive lifts when servicing and repairing vehicles. These risks can be limited by properly maintaining automotive lifts and providing workers with effective training regarding the inspection and use of lifts.” Recognizing the need for such training, the National Conference of State Fleet Administrators recently asked Steve Perlstein, president of Mohawk Lifts, to prepare and present a webinar on vehicle lift safety. In his presentation, Perlstein pointed out that OSHA requires vehicle lifts to undergo an inspection annually by an experienced lift inspector and that anyone using such equipment must receive training on an annual basis. The Automotive Lift Institute (ALI) is the official source of information regarding the safe operation of lifts, as well as certification of lift inspectors. Its stated mission is to promote the safe design, construction, installation, inspection and use of automotive lifts. As Perlstein indicated, annual vehicle lift inspections conducted by a “qualified automotive lift inspec-

Training to stay current with truck maintenance More and more new technicians are entering the commercial vehicle industry to fill the need for skilled workers to repair ever more sophisticated trucks and trailers. Additionally, experienced techs need to be knowledgeable and up-to-date with the maintenance requirements of equipment engineered and built by diverse—and in most cases, globally-based—truck manufacturers. Gone are the days of having a print copy of a repair manual for the single truck brand for which a technician is responsible. The complexity of the vehicles and the sheer volume of what can—and does—go wrong limits the effectiveness of the “training the trainer” method, unless the shop has easy access to the repair information that might be needed. Mitchell 1 saw this need evolve for commercial vehicles in much the same way that its software programs for auto repair facilities progressed. In response, the company developed a suite of online repair information programs for medium and heavy trucks and trailers. Technicians can log on and diagnose the problems they encounter and see the best repair options. Ever since the Technology and Maintenance Council launched its SuperTech competitions to test today’s technicians, there has been a “service information” station to test their ability to use online programs in their jobs. Mitchell 1’s online repair programs are used at these stations. But more important is the fact that the number of contestants at the national event, as well as at the state events, who can navigate their way around a computer-based repair program to find the information they need has increased substantially each year. Using programs like Mitchell 1’s Tractor-Trailer.net, Medium-Truck.net, Repair-Connect.net and the recently launched TruckLabor estimating solution could be beneficial in any training regimen to make the best use of the time available. For instance, a technician being trained could easily be placed at a computer to become familiar with makes, models, repair problems and fixes—and could then move to hands-on training as a next step.

 Rapid Response: 800-930-7204 ext. 53123

www.FleetEquipmentMag.com 43

Equipment Management tor” are required by the ANSI National Standard. That means a visit to the ALI website, www.autolift.org, is beneficial for fleets. “Proper vehicle lift certification, installation and inspection have come under increased scrutiny in recent years by OSHA and other local, state, provincial and federal health and safety officers,” says Bob O’Gorman, ALI president. “This has resulted in an increase in shops looking for qualified automotive lift inspectors.” Certified inspectors can be contacted through the ALI website. Visitors also can find training material for shop technicians through ALI. Perlstein recommended that fleet managers show their staff a 20-min. video sponsored by ALI that demonstrates best practices related to vehicle lifts. He says, “If the shop foreman or fleet manager has had his staff view that video and records when his people took the test associated with it, he has fulfilled his OSHA training obligation for the year.” Remember, with regard to management responsibilities relative to OSHA regulations, you won’t get a free pass because you don’t know about the regulations. It is management’s responsibility to know the regulations and to follow them. In addition to the ALI resources, Perlstein says that all reputable lift manufacturers provide training on the proper use of their products on their websites—and certainly when new equipment is sold to and installed in

A poster like this can indicate that management is concerned with shop safety. 44 August 2013 | Fleet Equipment

a fleet’s shop. MohawkLifts.com, for example, has several videos that cover lift safety information, as well as information about other safety-related items available through the company. A Lift Safety Poster, in particular, should prove interesting to shop managers as it details safety instructions, as well as a place to record lift inspection Whether you utilize factory training, like this session at the Meritor dates and past technifacility, or in-house programs, technician training is a worthwhile expense. cian training schedules. duced during the last few years. As with most things new, there are Major component some good things and some not so development good things that come along with Our nation’s trucking industry is forsuch new designs. With new truck tunate to have a very competitive components, it’s new shop tools that supply base. As a result, OEMs are bring with them technician training constantly introducing new product requirements. Phil Goodwin, a technidesigns, most of which are in recal communications coordinator in sponse to customer demand or deEaton’s training group, says, “Efficient signs mandated by government regulations. Consider, for example, all operation on the job requires knowledge of specialized tools offered by the new engine and transmission decomponent manufacturers.” signs, as well as new emission control As do other suppliers, Eaton offers technologies that have been intro-

Vehicle lifts require that technicians receive annual safety training.

technicians a full range of training opportunities on what new tools are required to properly maintain its products and the use of those tools. The company utilizes online training programs, as well as classroom sessions, combined with hands-on training. The various programs are offered through its four regions and vary by location, but often are done through community colleges. Eaton also has its own online learning management system, through which dealerships and large fleets can register their technicians. This can be accessed at www.roadrangeracademy.com. Rick Martin, senior manager for aftermarket training at Meritor, points out that most fleets no longer rebuild major components, opting instead to use rebuilt or remanufactured units. There are, however, still times that special tools are needed for repairs. Martin gives the example of a new seal kit for tandem axles. “A few years ago, we came out with an upgraded seal assembly for the input of the rear carrier and output of the forward carrier,” he says. “Seals were a problem for a while because of torsional vibrations. The latest seal is working very well, but it requires special tools for installation. If you try to do the job without the tools, you will

install the product incorrectly, and it will fail prematurely. Therefore, you just repaired something that’s going to be needing repair again, and it could be a major repair out on the road. Without the driver’s knowledge, it could leak to a point where it results in a failed carrier, which could run into the $6,000 to $8,000 range. The toolset would have been $300 or $400.” The seal repair kit includes all of the installation tools, an installation instruction manual and a DVD. Meritor, like other companies that manufacture major components, provides all the special tools and service instructions that are required to service their products. These are normally available through the company’s service network. “We can come in and perform a half- hour or one-hour training session in a fleet facility if the fleet or dealer requests it,”Martin says. “We also have online training courses showing special tool usage.”

Specialized tools Many smaller components also require their own tools to keep them functioning properly. SAF-Holland, for example, has a Lock Tester designed to check and aid in the adjustment of its fifth wheel products.

Today’s shop experts are those who can effectively handle the software.

Rob Nissen, national service manager at SAF-Holland, says, “The technician sets the tool on top of the fifth wheel to check the play between the lock in the kingpin itself. If it exceeds specifications, which are presented in repair and maintenance documents for each fifth wheel, adjustments can be made to correct the problem.” The tool comes with its own instructions on how to use it with each fifth wheel model the company offers. The emissions regulations of 2007, which brought diesel particulate filters (DPF) to heavy-duty trucks, also brought DPF cleaners into the shop. Bosch Automotive Service Solutions is one example of a supplier of such equipment. Atul Patel, product man-

Prevent CSA violations with trailer tester IPA reminds fleets that its advanced trailer tester released to date, the Super Mutt Deluxe, is now easier and faster to use than ever with its DVD video manual. The tester improves inspection accuracy by guiding a technician through 91 critical points of inspection and placing a load on the trailer’s electrical circuits to identify wiring problems, often missed during routine inspections. The diagnostic program instantly identifies shorted, crossed and open circuits; differentiates between poor wire and chassis grounds; and provides amperage display, audio feedback, and automatic, manual and remote control operation. The wireless remote allows a single technician to apply brakes from the rear of the trailer while performing visual and mechanical inspections in real time, IPA says, adding that ABS codes can be pulled from most leading ABS systems, utilizing the blink code method, which can be accessed through the Mutt’s control panel.

www.FleetEquipmentMag.com 45

Equipment Management

Paint finishing and color management: training options abound Training and continuing education is a must in any profession—and fleet, industrial and OEM finishing are no exceptions. Today, SherwinWilliams Automotive Finishes and other leading coatings manufacturers provide classroom and hands-on training throughout North America. Fleet repair and refinishing courses are designed to improve the production and efficiency of maintenance professionals by enhancing their knowledge and application of: • Product and equipment usage • The latest paint technology • Surface preparation, repairing and finishing • Color adjustment and blending • OEM procedures and regulations Workshops are usually presented through in-depth classroom discussions, as well as hands-on application training. Many paint manufacturers offer a standard curriculum, but others can be tailored to a specific customer’s needs. Sherwin-Williams says it understands that improving any refinish system starts with the painter. Classes are designed and built by trained professionals with industry knowledge with the goal of improving each painter’s productivity and the profitability of their businesses. As a result, there are a variety of fleet maintenance training classes for novice and advanced painting professionals. These include: Manufacturing and industrial refinishing—This class focuses on the Manufacturing and Industrial market segments. The curriculum familiarizes students on products and applications for this type of refinishing. Although these classes have standard content, they can often be tailored to meet specific needs of any specialized OEMs or refinishers, such as truck body builders, refinishing oil field equipment, dump bodies and street sweepers.

ager for equipment and heavy-duty tools at the company, says, “The residue that those filters accumulate, called ash, needs to be cleaned out periodically because it can plug the filter and cause excessive back pressure, enough to actually shut down the engine.” Bosch offers two DPF cleaners—a large unit designed to be mounted in a maintenance shop and a smaller, portable version. Along with the new equipment, a fleet also can count on a visit from a Bosch field rep, who will provide technician training and will later return upon request if a new training session is required. According to Patel, a training session takes two to three hours.

Training in fleets While some fleets still look upon technician training as a pure cost item, it really should be considered a 46 August 2013 | Fleet Equipment

Fleet refinishing—The fleet refinishing course introduces each student to the fundamentals and fine details of fleet refinishing. Emphasis is placed on product usage, mixing, applications and what systems and products are right for a fleet’s particular refinishing needs. Fleet color management—This course contains information to update each student on new procedures, as well as the fundamentals and fine details of color adjustment and blending. Typical class content covers a combination of procedures and theory, as well as actual hands-on application for practical shop experience. Commercial fleet refinishing—This course focuses on the premium undercoat and topcoat systems of today. Emphasis is placed on the latest product recommendations and techniques to help students become more productive and efficient.

necessary cost of doing business. Every fleet manager is concerned about safety and efficiency in his shop—the very two items he is most likely to achieve through a good training program. Many large fleets have full-time trainers on their maintenance staffs. Melvin Kirk, vice president of maintenance and quality operations at Ryder System, says, “To deal with traditional mechanical maintenance and repair activities, Ryder has in-person training handled by our own staff trainers. We’ve developed this type of training over time and it’s guided by the breadth of our fleet. We also have policies specific to how Ryder wants to maintain vehicles above and beyond recommended OEM practices. We use those in-house training sessions to educate our technicians on such policies. Ryder has approximately 4,000 technicians across the U.S. and

Canada, and our expectations regarding training and safety practices are the same throughout our company.” Regarding safety, Ryder has developed its own online programs that technicians can access to satisfy their required safety training. The company reinforces such training with monthly shop talks that always include a segment on safety. It also utilizes monthly and quarterly corporate communications that always include safety and quality topics. According to Kirk, a significant amount of Ryder’s technicians’ activity is not with physical tools, such as wrenches, jacks, etc.—the tools that are most challenging are the diagnostic tools. For example, all of the engine manufacturers have their unique diagnostic tools and diagnostic trees specifically dealing with the aftertreatment portions of their engine systems.

Rapid Response: 800-930-7204 ext. 53047

Equipment Management Every technician who will be using these tools needs to be trained on exactly how each operates. “It’s very expensive to train technicians on all of these devices,” Kirk says. ”Each one of them has a different user interface, as well as a different diagnostic tree. One of the things that we could use is a single tool that would allow a technician in any shop to select the OEM of concern and be able to evaluate the performance of engine subsystems without having to change diagnostic tools.” Ryder is a good example of a fleet that appreciates the value of technician training and uses online programs offered by suppliers for the first level of training regarding new technology. For example, most training on new automatic transmission or automated mechanical transmission designs would be available online. Technicians would access training programs directly from an OEM’s website or via a proprietary link that Ryder has to the training site. “A technician has to earn the right to go to in-class training by successfully completing online training programs before he or she is able to sit in a class with one of the OEM experts,” Kirk says.

Diagnostics tools

Rapid Response: 800-930-7204 ext. 53048

It’s already been several decades since computerized anti-lock braking systems and engine control units (ECUs)

48 August 2013 | Fleet Equipment

first brought fault lights to truck cabs. Hand-held diagnostic tools, often supplied by the particular system’s manufacturer, allowed technicians to determine the cause of the problem in a self-contained environment. It was a cost-effective way to successfully make a diagnosis. Since then, the number of onboard, electronically-controlled systems and components has grown to a point that there wouldn’t be enough room on a dashboard for all the fault lights. It’s good, however, that no one is interested in even trying to isolate problems with discrete systems using a single fault light because of the interdependence of various systems. Tom Wilkins, technical sales and service trainer for Noregon, says, “There may be an indicator light responding to a failure that is actually in another system entirely. For example, a failure with a cooling fan would likely result in an overheated engine. The ECU, however, would not know what the actual problem was other than that it is overheated.” According to Noregon Systems, ECUs on commercial vehicles have changed dramatically since 2002 in response to both EPA-mandated emissions requirements and the OEMs’ desire to identify and capture vehicle data. The result has been a four-fold increase in the number of multiplexed ECUs and sensors, a tremendous increase in available vehicle performance data and a six-fold increase in total number of diagnostic trouble codes. Today’s truck technology no longer allows the possibility of diagnosing problems by looking at discrete components. When a vehicle comes into a shop as a result of a single complaint, Noregon research indicates that 57% of them have more than one problem. Wilkins suggests that if you do not use a holistic approach to problem diagnostics, that 57% represents the likelihood of the problems you will have to attend to when that vehicle goes down in the future. According to Wilkins, his company’s diagnostic tool does exactly that. “JPro provides visibility to all systems on the data bus,” he says. “It can be spec’d to analyze specific vehicles or complete enough to analyze vehicles from essentially all OEMs. Serialized diagnostics does not lead to successful uptime. It is not efficient from a diagnostic perspective.” Noregon suggests that when a customer receives the new diagnostic system, fleet managers allow technicians to have enough time to “get their feet wet” to see what the tool does and how it is to be connected. After that, the company offers webinars that take about an hour to an hour and a half to explain the systems’ utilization and some of the features of the tool that are not obvious to technicians. Training technicians on the correct use of shop tools and equipment—from vehicle lifts to diagnostic tools—is an investment, not an expense. The returns you can expect are an increase in technician efficiency and shop safety. /

Rapid Response: 800-930-7204 ext. 53049

Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Paying dividends Technology that is helping transform the culture at Berry & Smith Trucking is resulting in lower costs, better fuel economy and less downtime

Bruno Rempel, Fleet Maintenance Manager

50 August 2013 | Fleet Equipment

he goal at Berry & Smith Trucking Ltd. is straightforward. “We need to implement transportation technology that enables efficient, safe and fast customer service,” says Bruno Rempel, fleet maintenance manager. “That process requires that we foster a culture that makes everyone proactive about fuel conservation, safety and maintenance initiatives that reduce costs and downtime.” Headquartered in Penticton, British Columbia, Berry & Smith is a truckload and intermodal carrier that operates under 48-state and Canadian authority. Its fleet includes approximately 24 company-owned tractors and 150 dry vans, flatbeds, drop decks and container chassis. The company also uses the services of 85 dedicated owner-operators and leases about 60 trailers. Driving the “culture shift” at Berry & Smith, Rempel notes, is PeopleNet onboard computing, mobile communications and back office management systems. “One of the most important changes that partnering with PeopleNet has brought is how soon after introducing our owner-operators and drivers to the vehicle management systems they realized how they can have more control over their vehicles’ performance with re-

spect to safety, maintenance and fuel economy,” he adds.

Minimizing downtime Berry & Smith requires owner-operators to allow the company to install PeopleNet solutions in its vehicles. “It’s easy for them to learn and is soon appreciated,” Rempel says. “For example, they see how fault code reporting keeps downtime to a minimum and how we can determine how serious an issue may be so we can prevent unnecessary trips to outside service providers. We prefer that our in-house maintenance group handles repairs to conserve costs, but if a problem needs immediate attention, we know where the vehicle is located and can refer them to the nearest service location.” In an effort to turn around repairs as quickly as possible in those instances, Berry & Smith calls service centers ahead of a truck’s arrival and explains the nature of the problem. By pre-diagnosing an issue, Rempel believes the fleet’s trucks and drivers get priority treatment. He adds that

fault code reports alleviate the driver from worrying about forgetting to mention issues. Berry & Smith also has introduced a driver performance incentive program based on PeopleNet data on fuel economy, which has resulted in a 0.5 MPG increase on average, partly due to a reduction in idle time. “We use

paying for itself in reduced fuel consumption and lower maintenance costs. “Our equipment is running better and lasting longer,” he states. “Better driving behaviors reduce fuel consumption, and by using things like SpeedGauge in PeopleNet to monitor speed against highway signs and verify the reports with links to

PeopleNet’s engine PerformX vehicle management platform to monitor our drivers and owner-operators for a performance-based bonus each month,” he explains. “The data includes MPG, excess speed, idle time, and mileage and fuel use.”

maps, we’re improving safety.”

Rewarding “Giving drivers online access to this information makes them much more sensitive about their performance,” Rempel continues. “Sometimes they call in to explain why their MPG is down. The reports are also valuable for helping drivers understand the need to change certain behaviors so their better results can be rewarded with additional incentive pay.” The idle fuel used data in the PeopleNet system also showed Berry & Smith the need for APUs on long-haul company tractors. “It allowed us to calculate the payback period and validate the installation of units into these trucks by measuring savings,” Rempel relates. Overall, Rempel says that Berry & Smith’s technology investment is

Better fit Berry & Smith also works with suppliers to test new technologies. “We’ve evaluated many software and integration pieces from PeopleNet and TMW Systems and their partners that have improved our processes and allowed us to work more efficiently,” Rempel says. “Having access to these solutions at their early stages allows us to be a step ahead of our competitors and helps tailor the product to be a better fit for our operation.” The same approach is helping to streamline maintenance for the Berry & Smith fleet, which is performed by four technicians and two apprentices at the carrier’s main facility. “We use TMW’s TMT Fleet Maintenance software to work in real time and monitor repair activity and warranty,” Rempel reports. “Our mechanics have access to all repair history and use it for parts identification.” With the TMT software, parts are ordered through requisition lists and target and trigger points are set on all

Berry & Smith Trucking Tractor Specifications Models: Freightliner Cascadia, Coronado Wheelbase: 244-in. sleepers; 220-in. day cabs Engines: Detroit DD15, DD13 Clutch: Eaton Solo (Cascadia); Eaton Easy Pedal (Coronado) Transmission: Eaton, 13-speed Driveshafts: Meritor Front Axle & Suspension: Meritor Power Steering: TRW Rear Axle: Meritor Rear Suspension: Freightliner Airliner Wheel Seals: Meritor Brakes: Meritor ABS: Meritor WABCO Automatic Slack Adjusters: Meritor Parking Brakes: Bendix Wheels: Alcoa Tires: Michelin 5th Wheel: Fontaine Air Dryer: Bendix Air Cleaners: Luberfiner Fan Clutch: Horton Batteries: Alliance Starter: Delco Remy Alternator: Delco Remy Lighting: Grote Seats: National Paint: Dupont Imron

Berry & Smith Trucking Trailer Specifications Models: Utility, Great Dane, Trailmobile Length: 53-ft. Landing Gear: SAF-Holland Axles & Suspension: Hendrickson, Meritor; air ride Oil Seals: Stemco Brakes: Meritor ABS: Meritor WABCO Slack Adjusters: Meritor Tires: Michelin Wheels: Accuride, steel Lighting & Electrical: Grote, Truck-Lite

www.FleetEquipmentMag.com 51

Fleet Profile

Specs

stocked items. Rempel also points out that a parts usage report allows the company to isolate its top 100 parts and have different vendors bid on being its primary supplier.

Growth

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Over the years, Berry & Smith has grown; today, the company offers overthe-road dry van and flatbed truckload service, as well as intermodal transportation. It also has a freight brokerage operation. In 2006, it grew by acquiring MKS Enterprises Inc., a Calgary-based trucking company. Berry & Smith now has more than 180 employees and facilities in Penticton and Vancouver, British Columbia, and Calgary, Alberta. Berry & Smithâ&#x20AC;&#x2122;s Penticton headquarters features an 85,000-lb. container lift and five acres of fenced compound, secured with modern surveillance equipment. The company also services other areas of transportation with the Penticton school bus contract and public transit contract. The bus division provides school bus service, maintains a fleet dedicated to the Penticton Transit System, and provides charters for sports teams, churches, conventions and shuttling. On its website, Berry & Smith describes itself as â&#x20AC;&#x153;proactive in implementing up-to-date transportation technology designed to move commodities as efficiently, safely and expediently as possible.â&#x20AC;? If you ask Bruno Rempel, the company is achieving that objective with the application of technology and by fostering a culture that embraces practices that help lower costs and deliver better customer service. /

52 August 2013 | Fleet Equipment

Before

After(market)

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Warranty administration E

ffective warranty administration, says Derek Messulam, vice president of channel sales at Decisiv, starts with an understanding of warranty coverage going into a service event. “Only by having access to consolidated information at the point of service can a fleet capture all of the warranty coverage on its vehicles,” he states. “The next critical steps that follow are documenting the item and administering a process for reimbursement from the manufacturer. Without these capabilities, fleets are losing money.” Fleets using the Decisiv Service Relationship Management (SRM) plat-

54 August 2013 | Fleet Equipment

form can address this challenge effectively. The SRM platform delivers information about parts used in vehicle service activity through a sharedview web portal that makes the process more organized. Today, more than 750 medium- and heavy-duty fleets are using the SRM platform to manage more than 325,000 assets. “One part of the value of SRM is in the ability to look up information, including a consolidated picture of warranty,” Messulam says. “Research on one large LTL fleet that uses this technology showed several situations where they had figured out that some items were under warranty. While that was only a small sample

of the data, the value of that information was easily seen in the savings they realized.” In-house fleet maintenance software also enables more effective warranty management. For example, TMT Fleet Maintenance from TMW Systems includes a module that provides for OEM, extended and aftermarket parts warranty tracking, as well as failed parts analysis. Equipment and component warranty management also is a feature of Dossier Fleet Maintenance Software from Arsenault Associates.

Efficient and timely OEMs also are enabling more effec-

& contract maintenance tive warranty management. “At Peterbilt Motors, we work closely with our dealer network to ensure that all aspects of warranty administration are handled in an efficient and timely manner,” says Rick Wood, director of customer service. “Peterbilt provides warranty training at both the dealer and customer levels that comprehensively explains best practices for filing warranty claims. “During a service experience is when our dealers explain how a warranty is most effectively used,” Wood continues. “In addition, customers are provided with detailed documentation to reference should the need for a warranty inquiry arise.”

In select cases, Peterbilt will allow dealers to “sponsor” a large fleet customer. This sponsorship lets the fleet perform its own warranty repairs, while warranty administration details are handled by the dealership. This service is typically provided to larger fleets that want to integrate the warranty process with their existing operations or have remote operations.” Mike Kalkoske, director of quality services for Kenworth Truck Co., says the OEM encourages customers to work with their dealers through a Dealer Sponsored Fleet Warranty (DSFW) program. “In this case,” he explains, “the customer does its own

repairs and sends invoices to the dealer, who in turns submits a warranty claim on the customer’s behalf. We reimburse the dealer and they reimburse the customer.” Navistar also works with fleets to perform some warranty work inhouse. “We validate some fleets with their own shops to perform minor warranty repairs on vehicles,” says Elissa Maurer, manager of external communications. “Examples of minor warranty work include repairs to components such as starters or alternators.”

Contract Maintenance A choice for fleet managers, con-

www.FleetEquipmentMag.com 55

Before After(market)

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tract maintenance services offered through OEM dealer networks can address challenges such as the increasing complexity of late model vehicles and the cost of diagnostic equipment. Additionally, outsourcing service to dealer networks can enhance productivity in fleet maintenance operations. Offerings from OEMs include: • Daimler Trucks North America Daimler Trucks North American (DTNA) Excelerator Contracted Services is a suite of services available through select dealers that includes Excelerator Contract Maintenance. The program offers a Contracted Preventive Maintenance program that covers a negotiated annual quantity and type of PM, service and scheduling, required oil and fluids, filters, roadside assistance and emergency tire purchases. A Contracted Comprehensive Maintenance offering from DTNA includes scheduled maintenance, PM service and scheduling, routine and

non-routine repairs, breakdown event coordination, required oil and fluids during PM, tire maintenance and replacement, towing and fulfillment of DOT record-keeping requirements. • Mack Trucks Mack Complete Care is a preventive maintenance and inspection plan that includes scheduling of service by factory-trained technicians. Complete Care is offered as part of the Bulldog Asset Protection component of Mack Pedigree Uptime Protection, a suite of aftermarket solutions. Complete Care can be bundled into the price of a new Mack truck at the time of purchase, or it can be purchased separately within the first nine months after delivery. Customers utilizing Complete Care also have access to vehicle service history reporting through MVASIST, Mack’s web-based fleet service management system developed by Decisiv, that allows fleet managers,

service providers and dealers to work together in real time to expedite repairs. Mack also offers Quick Care service at dealer locations across the U.S. and Canada. Quick Care provides pricing on parts and service. Quick Care programs offered by preferred dealers will establish a fixed monthly expense that provides for annual fleet maintenance budget planning and priority scheduling. • Volvo Trucks Available through the Volvo Trucks dealer network is the Uptime Protection Plan, which bundles pre-purchased preventive maintenance with other features such as additional engine warranty. Customers only need to make one call when they require a service event and a Volvo Action Service case manager will schedule the customer service at a dealer location. The event is then managed via Volvo’s service event management tool ASIST, developed by Decisiv. As part of the Uptime Protection Plan, Volvo’s Ride Assured base service plans can be purchased for 24-, 36-, 48- and 60-month terms and can be financed with the purchase of a new truck. Additional engine component warranty included in the Uptime Protection Plan is a 36-month/300,000-mi. plan. Through its Uptime Protection Plan, Volvo also offers registered customers a $100 a day credit for each day up to five consecutive days for a warrantable engine repair that is not completed within 24 hours from the time of diagnosis. /

RESOURCES: Arsenault Associates— www.arsenault.com Daimler Trucks North America— www.daimler-trucksnorthamerica.com Decisiv—www.decisiv.com Kenworth Truck Co.— www.kenworth.com Mack Trucks—www.macktrucks.com Navistar—www.navistar.com Peterbilt Motors—www.peterbilt.com TMW Systems— www.tmwsystems.com Volvo Trucks— www.volvotrucks.us.com 56 August 2013 | Fleet Equipment

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Truck Products

Mitsubishi Fuso Truck of America offers solar power Through a new strategic partnership with eNow, Canter FE/FG Series medium-duty trucks from Mitsubishi Fuso Truck of America Inc. (MFTA) will be available with a range of solar-based auxiliary power system options. Applications range from 30-watt systems to keep batteries charged to 6,400-watt systems capable of powering liftgates and refrigeration systems. According to the company, it has a long history of making environmentally sound vehicles and its new partnership with eNow is another step in assuring our customers have access to vehicles that maintain as small an environmental footprint as is practical. The eNow systems will be available through more than 200 Mitsubishi Fuso dealers in the U.S., Canada and Puerto Rico, the truck maker added. Mitsubishi Fuso Truck of America www.mitfuso.com eNow www.enowenergy.com Rapid Response: 800-930-7204 ext. 53150 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 53058 58 August 2013 | Fleet Equipment

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Truck Products

Peterson Manufacturing debuts LED forward lighting Peterson has introduced a new 7-in. round LED headlight. The company said its new, DOT-legal 701C 7-in. round headlight is a drop-in LED replacement for all PAR56 standard headlights, including popular H6014, H5024 and H6024 halogen sealed beams. It exceeds FMVSS-108 and CMVSS108 requirements, and its construction and performance conforms to all applicable SAE standards. The 701C incorporates two Osram Opto Semiconductors and Ostar HL Pro LED devices per

headlamp (one for low beam and another for high beam). These LED light sources are much more efficient than halogen lights, drawing only 0.7-1.9 amps, and will last many times longer than a traditional sealed beam, Peterson said, adding a color temperature range of 5400k-6300k closely simulates natural daylight. The solid-state, multi-volt design is compatible with all 12- and 24-volt vehicles. The heavy-duty cast aluminum housing and hardcoated polycarbonate lens ensure the lamp assem-

bly will last as long as the diodes. The 701C has its standard H4 3-blade terminals integrated directly into the cast alloy housing, not wired onto the light as a separate pigtail, the company added. Peterson Manufacturing pmledheadlights.com Rapid Response: 800-930-7204 ext. 53151 www.FERapidResponse.com

Meritor adds new high-torque clutch Meritor has expanded its aftermarket solutions portfolio by adding a high-torque 15.5-in. clutch to its current line for medium- and heavy-duty trucks. Fleets can purchase the new clutch from warehouse distributors stocking Euclid brand parts. Features of the new Euclid clutch offering, which has a maximum torque of 2,250 lb./ft., include vibration control, a heavier-duty back plate that keeps springs from wearing faster, and a strap-driven pressure plate, the maker added. Meritor www.meritor.com

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60 August 2013 | Fleet Equipment

Trailers

Bodies

Reading launches lighter weight aluminum service van

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The next-generation Classic Service Van (CSV) from Reading Truck Body is designed to meet the need for a lightweight, corrosion-resistant aluminum service body, according to the manufacturer, the company said. The CSV57 and CSV75 models, which the company said are more than 50% lighter than comparable steel bodies, feature a welded design and aluminum alloy and extrusions. The bodies are 210 lbs. lighter than previous generations and were designed with a universal understructure for GM and Ford cutaway chassis. According to the body company, the CSV line continues to include features such as a seamless wheelhouse panel; shuttle panel pass through; flush mount floor to threshold channel; Readingâ&#x20AC;&#x2122;s hidden hinge technology with recessed and concealed hardware; and LED lighting. Optional security systems available for the CSV include a master locking system or the Reading Latch-Matic system, the maker added. / Reading Truck Body www.readingbody.com

Shop Equipment

Plastikote cleaner offers prolonged battery life

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According to PlastiKote, keeping batteries looking like-new and helping them last longer is easy with easy-to-apply PlastiKote Battery Cleaner and PlastiKote Battery Terminal Protector. The products, both available in an aerosol can, provide preventative battery maintenance and offer easy care of storage batteries, battery boxes, etc., according to the maker. The PlastiKote Battery Cleaner acts fast to loosen dirt and lift corrosion that can be flushed away with water, while the PlastiKote Battery Terminal Protector neutralizes acid and removes grease and oil from battery terminals, providing a protective barrier to inhibit corrosion, the company added. PlastiKote www.plastikote.com

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62 August 2013 | Fleet Equipment

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Shop Equipment

Classifieds

BendPak adjustable tire spreader makes repairs easier BendPak/Ranger’s TS-150 Height Adjustable Tire Spreader quickly lifts tires to a convenient work height to make tire repairs infinitely more comfortable for the technician, the maker said. The heavy-duty rollers permit tires to rotate freely, while the adjustable spreader forks accommodate both narrow or wide tread widths. Control operations, including tire lift and spread, are air-powered and use simple ergonomic air valves for operation. This convenient tire spreader is the perfect accessory for any well-functioning garage or shop, the company added. BendPak www.rangerproducts.com Rapid Response: 800-930-7204 ext. 53162 www.FERapidResponse.com

Coxreels offers large capacity storage reels Coxreels, a U.S. manufacturer of industrial-grade hose, cord and cable reels, released its new storage reels selection. According to the company, these large capacity, all-steel reels are designed to hold any wrappable material for hasslefree storage, easy transport and safe operation. Possessing all the distinctive features demanded by the industry, these models are a helpful solution for storage needs. These new storage reel models have been selected from Coxreels’ standard 1125, 1175 and 1185 Series and are built on the strength of these series. The reels come without swivels and risers for storage purposes and feature CNC robotically heavy-duty spun and ribbed discs with rolled edges for added strength and safety, as well as a sturdy all-welded steel “A” frame base to handle the most demanding storage tasks on either stationary or mobile units. Coxreels added the units have been engineered to store and maintain long lengths of various materials, including but not limited to: hose, collapsible hose, power cord, cable, rope, wire, barbed wire, tape and chain. These models are available in numerous lengths and outlet sizes, so they are ready to manage any material that can be wrapped and used in today’s industry, the company said. Coxreels added it has remained steadfast and focused on manufacturing high quality professional grade hose, cord, and cable reels since 1923. Offering a full product line serving the industry in every channel and application, the company said it takes great pride in designing, building and supporting all of its products right in the U.S.A. / Coxreels www.coxreels.com Rapid Response: 800-930-7204 ext. 53163 www.FERapidResponse.com

64 August 2013 | Fleet Equipment

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Dean Martin, Publisher dmartin@babcox.com 330-670-1234, ext. 225 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255 Bobbie Adams badams@babcox.com 330-670-1234, ext. 288 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212 John Zick jzick@babcox.com 949-756-8835

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

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

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66 August 2013 | Fleet Equipment

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AAPEX 63 53063 Afton Chemical Corp. 57 53057 ATA 59 53059 Bendpak 60 53073 Bendpak Insert 53120-53123 Bergstrom Inc. 52 53052 Campbell Hausfeld 58 53058 Crane Composites 27 53027 Espar Products 20 53020 Espar Products 21 53021 Espar Products 26 53026 ExxonMobil Front Cover, 7 53007 Federal Mogul/Abex 39 53039 Federal Mogul/Natl. Oil Seals 38 53038 FSX Equipment Inc. 62 53072 FuelDefend Global Ltd. 61 53074 Fuso Truck 9 53009 Gabriel 53 53053 Giti Tire USA Ltd. 56 53056 Great Dane Trailers 5 53005 Haldex Brake Systems Inc. 37 53037 Hankook Tire America Corp. 15 53015 Hendrickson 23 53023 Hennessy Industries Insert 53011

Advertiser

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Hino Motor Sales USA 1 Hino Motor Sales USA Cover 2 Kenworth Truck Co. 3 Kit Masters 61 Marangoni Tread N.A. 49 NAPA 13 Old World Industries Cover 3 Penske Truck Leasing 48 Peterbilt Motors Co. Cover 4 Prestone 24 Prestone 25 ProDiesel 60 SAF-Holland 47 Shell Lubricants 18 Shell Lubricants 19 SKF 22 Thermo King Corp. 33 Tiger Tool International Inc. 62 TMD Friction de Mexico 36 TMW Systems 29 Truck-Lite Co. 28 Wix Filters 16 Wix Filters 17

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September PostScript Coming in

• Equipment Technology Extending oil drains • Before & After(market) Automated and automatic transmissions • Aftermarket Insights Suspensions Call Dean Martin at

(330) 670-1234 Ext. 225 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) (August 2013, Volume 39, Number 8): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 6701234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2013 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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Firestone Drives America Tour begins ridgestone Americas kicked off its “Firestone Drives America Tour” in Akron, Ohio, on July 16. The tour will travel across the country introducing new Firestone commercial truck tires to fleets and drivers.

“This tour showcases both the excitement and admiration of the Firestone name and our latest Firestone-brand tires—the FS591 steer, FD691 drive and FT491 allposition radials. Additionally, it gives us the opportunity to bring Firestone to fleets and drivers across America, and help local charities along the way,” said Matthew Stevenson, vice president of marketing for Bridgestone Commercial Solutions. “Firestone Drives America Tour” will make more than 20 stops at various Minor League Baseball games this summer, as well as NCAA Football games this fall. Fleet customers and Firestone dealers can sign up online to take their families to “a night at the ball park.” Attendees of the tour will have the opportunity to talk with Firestone experts about tire questions, as well as take part in interactive displays. The tour also will display the custom Firestone Edition Class 8 truck and quad-cab truck that will be given away at the Mid-America Trucking Show after the conclusion of the “Drive a Firestone” sweepstakes. Fleet customers and Firestone dealers will have the chance to enter this sweepstakes to win a “Firestone Truck.” Up to 61 additional chances to win a truck are available depending on participation with the tour—Twitter posts, Facebook posts, posting photos from the event, etc., Stevenson said. Additional prizes, including BCS tickets, World Series tickets and tickets to the 2014 Indy 500, will be given away in drawings throughout the year. The tour is part of the company’s “Those With Drive, Drive a Firestone” campaign. To see the full road show tour schedule and for more information, visit www.firestonetrucktires.com. /

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