Fleet Equipment, September 2013 by Babcox Media

September 2013

Managing Equipment Assets

Forward thinking www.FleetEquipmentMag.com

Meijer and its suppliers are benefiting from evaluating new vehicles, systems and components

■ Save money, optimize oil drain intervals ■ Transmissions & integrated powertrains ■ Trailer air suspension guidelines

On the Inside

Vol. 39 | Number 9 | 2013

Sept.

Columns Editorial

CAROL BIRKLAND

Light- & Medium-duty SETH SKYDEL

Fuels & Lubes

JOHN MARTIN

Tires & Wheels

AL COHN

Service & Support

D. MICHAEL PENNINGTON

Heavy-duty News

JASON MORGAN

Post Script

Departments 16 Timely Tips Extending battery life cycles

Features

18 Industry News Class 8 used truck volumes recover

Trailer Topics | Planning ahead for year-end TRU purchases

IT for Asset Management | IT convergence transforming trucking

Aftermarket Insights | Trailer air suspensions explained

Equipment Management | Optimizing drain intervals

Before & After(market) | Automated, automatic transmissions &

56 Truck Products Alliance Truck parts launches new coolant, antifreeze products

60 T&B East Manufacturing introduces all-aluminum flatbed trailer

integrated powertrains 62 Shop Kiene Diesel adds clutch caddy adapter

Fleet Profile | Forward Thinking: Benefiting from evaluating new vehicles

On the Cover Western Star 4700 tractor

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 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

DEF & fuel economy: Fleets surveyed

Editorial

CAROL BIRKLAND | EDITOR-IN-CHIEF

ith the introduction of 2010 EPA-compliant diesel engines, which included selective catalytic reduction (SCR) technology, diesel exhaust fluid (DEF) has become a mandatory commodity for all fleet managers running these engines. Many of those fleets still have questions about how it impacts day-to-day operations. In an August 2013 online survey of the trucking industry, PEAK Commercial & Industrial, the makers of BlueDEF, found that the top concern of those surveyed was how DEF with SCR technology impact overall fuel economy.

Survey respondents were provided the following choices and asked to rank their top concerns with DEF usage as follows: • Performance in freezing temperatures; • Effect on fuel economy; • Additional cost to overall maintenance budget; • Proper storage; • Ease of accessibility (finding it when needed); and • Contamination (using the right accessories). Not surprisingly, fuel economy ranked number one with the highest overall ranking, followed by added maintenance costs and performance in freezing temperatures. According to Dr. Frank Cook, senior vice president of new product development with Peak Commercial & Industrial explains, “With the use of DEF with SCR technology, the engine can be tuned to run at optimal conditions, which gives a more complete fuel burn and better fuel economy. Understanding there are questions about the trade-off of additional DEF cost versus fuel saved, Cook provided this breakdown: • If you get better fuel economy as a result of SCR engines and save 3%, that would be 3 gal. of diesel at $4 a gal. for every 100 gal. of fuel (about $12 saved); • At a 3% treat rate you would use 3 gal. of DEF for that same 100 gal. of fuel (about $8.37 spent); and • Since DEF is less than the cost of diesel, operating costs are actually lower. For every dollar spent on DEF, it is about 40 to 50 cents less you are spending on diesel fuel, which is a solid return rate. Typically fleets only have to fill the DEF tank once every 6,000 mi., which can be via truck stop pumps, company storage containers or retail containers, Cook added. According to the Diesel Technology Forum (www.dieselforum.org), SCR technology is one of the most cost-effective and fuel-efficient technologies available to help reduce diesel engine emissions. A all heavy-duty diesel truck engines (produced after Jan. 1, 2010) must now meet the EPA standards, among the most stringent in the world, reducing particulate matter (PM) and nitrogen oxides (NOx) to near zero levels. There are environmental benefits since SCR can reduce NOx emissions up to 90% while simultaneously reducing HC and CO emissions by 50 to 90% and PM emissions by 30 to 50%. Other benefits include cost savings related to the fact that SCR systems can be combined with a diesel particulate filter to achieve even greater emission reductions for PM. The Forum also reports that in the commercial trucking industry, some SCR-equipped truck fleets are indeed reporting fuel economy gains of 3 to 5%. /

4 September 2013 | Fleet Equipment

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

Plugging in: All-electric truck activity continues to grow A

long with hybrid and natural gas-powered trucks, activity surrounding all-electric commercial vehicles is gaining momentum on several fronts. CALSTART’s E-Truck Task Force (E-TTF), a sub-group of the Hybrid, Electric and Advanced Truck Users Forum (HTUF), is moving ahead with efforts to promote incentives for electric trucks and has published a white paper on how to structure voucher programs. Additionally, at the NAFA Institute and Expo this year, CALSTART held training sessions on life cycle cost assessment of electric trucks and is holding regional fleet workshops on the subject. At this year’s Government Fleet Expo and Conference in June, Boulder Electric Vehicle unveiled an electric Stake Side work truck for its flatbed platform. The Boulder EV FB-500 flatbed joins the company’s CARB-certified DV-500 electric delivery van and SB-500 service body models. The DV-500 has a payload capacity of 4,000 lbs. and a 534-cu.-ft. cargo area. Boulder EV trucks, which can be recharged in about eight hours, are capable of speeds up to 70 MPH and have a 100-mi. range on electric power. Boulder all-electric vehicles have only a few main components, including the motor that propels the vehicle, a motor controller that transforms direct current from the battery to a suitable current for the motor, a charger that transforms alternating current to direct current to charge the Lithium-IronPhosphate batteries and a battery management system for avoiding over-charging or under-discharging. Other suppliers developing electric vehicle technology include TransPower, which offers the ElecTruck electric drive system for ...electric tractors, short duty-cycle trucks and was awarded a which are capable grant by California’s San Joaquin Valley Air Pollution Control District to develop an allof hauling loads up electric heavy-duty tractor. The company to 80,000 lbs., have says electric tractors, which are capable of hauling loads up to 80,000 lbs., have shown shown the ability to the ability to operate for as long as 12 hours on a single battery charge. operate for as long Electric trucks already are being placed in as 12 hours on a service in Chicago. Under a five-year contract with Motiv Power Systems, the city will single battery charge. deploy 20 Class 8, all-electric garbage

6 September 2013 | Fleet Equipment

trucks with a GVWR of 52,000 lbs. and a range of 60 mi. Chicago chose to request bids for electric refuse trucks after evaluating hybrid and compressed natural gas (CNG) options and found that garbage collection routes did not enable those technologies to be financially viable. Chicago also has been validating the Motiv electric Powertrain Control System (ePCS) since March 2012 in an all-electric 20-passenger bus, which can cover more than 120 miles on a single charge. Motiv’s ePCS uses off-theshelf batteries and motors, which can be mixed and matched to fit the exact size of medium- to heavy-duty electric vehicles from 15,000 to 52,000 lbs. There also is a need for an infrastructure to support all-electric trucks in fleet operations. At the Alternative Clean Transportation Expo in June, Boulder EV and Coritech Services demonstrated a bi-directional DC fast charging system. The Vehicle-to-Grid (V2G) charging solution utilizes a Boulder flatbed model with a Lithium 72 kWh battery pack and a Coritech 60kW DC Fast Charger System. In a white paper, CALSTART also explained the benefits of electric vehicle charging in the workplace. The information is part of its ETruck Task Force effort to address costs, vehicle quality and support, and performance validation and business case information, including data on charging infrastructure requirements and costs, for all-electric trucks. Meanwhile, testing and validation of allelectric trucks in a variety of fleet applications continues. Combined, industry and supplier efforts in the electric truck market will further speed and support effective electric truck production and use. /

SETH SKYDEL

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Fuels & Lubes BY JOHN MARTIN | CONTRIBUTING EDITOR

“We have met the enemy, and it are us” A

bout the headline, Walt Kelly’s comic strip character, Pogo, used this expression to suggest that we are our own worst enemies. Walt Kelly was a great political satirist and was deadly accurate.The United States is still one of the few developed nations without a national energy policy. When several people are killed by a runaway freight train in Canada, who is to blame? Some people say Big Oil, of course. However, the Irving Oil Co. in Canada, which was shipping oil on a train that had an accident, has nothing to do with crude oil distribution or Big Oil. The fact is that the amount of oil shipped by rail is up 256% since 2011. That seems odd since, in my opinion, both truck and rail movement of crude oil is more expensive, more polluting than pipelines. It seems that the federal government would prefer to have crude oil shipped by rail rather than approve pipelines such as the Keystone XL. Our government has conducted study after study, and the Keystone XL still isn’t approved because of interference from those who do not have in-depth technical knowl…truckers need edge of crude oil transportation. to stick with I think this is ludicrous! We’re letdiesel and ting the less informed dictate U.S. energy issues because we have no natural gas coherent national energy policy. So, (probably LNG) Pogo’s statement that the enemy “are us” is very appropriate. for their long-haul Environmental activists also want operations. to reduce CO2 emissions from electrical power generators because they currently produce approximately half our nation’s greenhouse gas (GHG) emissions. This is commendable. Approximately half of our states have already created a patchwork of emissions standards for power plants because no federal standards currently exist. Where is our national energy policy? What’s next—PCV valves for cattle? The amount of electricity generated from renewable sources approximately doubled during the current administration, so the administration is now targeting a further doubling of renewable fuels usage by 2020. This is akin to a surfer trying to “catch the big wave.” Coalburning power plants, the worst GHG offenders, are rap8 September 2013 | Fleet Equipment

idly being converted to natural gas. However, I suspect this has more to do with economics than air quality. A Presidential Memorandum has little or no effect. For recently designed and constructed power plants, the cost of generating electricity using various energy sources is shown in the chart on this page. One can easily see from these figures why power plants are converting to natural gas. Wind also would be an acceptable alternative if it weren’t so weather dependent and the electricity generCost ated could be easily Energy Source (cents/Kw-hr) stored. Without a major techniNatural Gas cal storage breakWind (intermittent) through, solar will not be a player, yet our governCoal ment has wasted billions supporting solar power Nuclear R&D. Again, this is because we don’t have a Solar (intermittent) national energy policy developed by business people and scientists. Instead, we have let uninformed, emotional activists and politicians determine our national energy expenditures. I’m so outraged that I’m willing to host an energy policy summit meeting at my house to develop a reasonable national policy! Hurry, we’ve already wasted billions! In the meantime, truckers need to stick with diesel and natural gas (probably LNG) for their long-haul operations. These are the most economic and sustainable options for the foreseeable future. P&D operators should investigate natural gas and hybrids and test to determine what works best for them. Since corn-based ethanol causes increased pollution and reduces fuel economy, I advocate to minimize its use. I’ve also observed a recent increase in fuel system maintenance costs in older vehicles, because alcohols absorb water, which corrodes fuel system components. /

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Tires & Wheels

BY AL COHN | CONTRIBUTING EDITOR

Understanding retreads W

When a tire casing reaches the retread plant, the inspection process is the first step in what can be broken down into seven distinct stages. A pair of keen eyes, a tire spreader and a well-lit area is required for stage one. In addition to a visual inspection of the tire, many retreaders use hightech, non-destructive inspection machines: electronics and/or ultrasonics look for nails, nail holes, rubber voids and other anomalies; shearography machines look for trapped air and “...A typical separations using laser imaging; X-ray maretread costs chines identify steel wire issues; high-voltage approximately electronic inspection one-third to one- devices scan the casing for punctures; and highhalf the price of pressure testers inflate a new tire when the tire and look for bulges in the sidewall you supply your and shoulder. Stages two and three own casing...” involve buffing the remaining tread away from the casing and Today’s retreads are produced to then repairing any damages. These exacting standards with state of the casing damages can result from nail art equipment. Retread manufacturpenetrations through the tread area, ers utilize different technology and impact damage, cuts and stone processes in producing a retread. drilling. The actual tread buffing From a fleet perspective, it is imporprocess involves inflating the tire to tant to understand the various reits typical operating shape. The tire is tread processes and how they affect then rotated against a spinning rasp, the final product when it is time to which removes the required amount make your retread tire purchases. of rubber in preparation for the new There are three excellent sources of tread. information on retreads: The fourth stage is after-buff prepa• Tire Retread & Repair Information ration; this involves a re-inspection of Bureau (TRIB) (www.retread.org) the buffed casing and cleaning out • Retread Tire Association (RTA) any injuries that were discovered dur(www.retreadtire.org) ing buffing. The most common type • TMC RP 224 (www.truckline.com/ of injury is what retreaders call a Technology_Council.aspx) “buzz-out.” Damaged rubber is reith more than 85% of commercial fleets retreading their truck tires multiple times and a typical retread costing approximately one-third to one-half the price of a new tire when you supply your own casing, it is obviously in a fleet’s best bottom line interest to maximize the number of retreads for each and every tire casing. The casing is clearly a valuable asset.

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10 September 2013 | Fleet Equipment

paired by cleaning out the injury and filling any void with uncured rubber. In stage five, tread is applied to the buffed and repaired casing. The two basic types of retreads are pre-cure and mold cure. Pre-cured rubber is supplied with the tread design already cured into it. Mold cure involves extruding uncured rubber strips directly onto the buffed tread area and then curing the tire in a mold. Stage six is the actual curing process. Pre-cured retreads are cured in a chamber under various temperature and pressure conditions. There are various sizes of curing chambers that can handle as many as 25 tires at the same time. In the mold cure process, one mold will cure one retread. Final Inspection of the finished product is the last stage. It is important that the hot tire is inspected after curing. Flaws in the liner, casing and repairs are clearly visible when the tire is hot. If the tire meets all the standards, the retread DOT number is branded into the tire sidewall to complete the process. The best advice for every fleet when it comes to choosing your retread supplier is to visit their retread and tire repair facilities and see first hand the process involved with retreading your valuable casings. /

AL COHN

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Service & Support BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Two solutions make for more confident operations Mike Colaccino of SAF-Holland ofthe driver has to crawl the full length fers two worthwhile operational soluto verify engagement. tions provided by good technology: The second issue dealt with tangi“Check fifth wheels properly and ble benefits from tag- or pusher-type manage diminishing pay loads axles. The major suspension manusmartly.” facturer’s relatively new CBX40 tanThe increased trailer skirt dem axle sliding trailer usage in truckload or longsuspension with Autohaul fleets has given rise to PosiLift was developed the difficulty in ensuring for varying load fleet opfifth wheels are engaged erations like multi-stop before a trip’s start. SAFbeverage distribution, Holland’s national service less-than-truckload (LTL), manager, Rob Nissen, fleets backhauling empty points out the company’s and food service. The fifth wheel model FW35 unit’s PosiLift feature, features a lock adjustment with an ECU and air valve yoke shaft that sticks out system, creates a lift axle the front of the fifth wheel with automatic operation casting. This yoke shaft also that complies with DOT functions effectively as one regulations. of three visual verifications The benefits are real, —Mike Colaccino, of a proper trailer coupling. said Randy Flanagan, SAF-Holland “We advise truck operaSAF-Holland’s director of tors to perform three visual sales and marketing, checks: Americas Trailer Systems. “Aside 1) Check the adjustment nut on the from less toll costs due to less apyoke shaft on the front of the fifth plied axles, there have been signifiwheel to assure it’s flush against the cant fuel savings, reduced tire wear casting with no gap; and less bearing usage,” he said. 2) Check to ensure there’s no gap “Most importantly, it gives truck operbetween the trailer’s upper coupler ators a full 4 in. of lift, and ground plate and the face of the fifth wheel; clearance.” The new system allows and for a different tire rotation sequence. 3) Check the lock jaws to make sure The ECU is pre-programmed to they’re completely closed around the sense the air spring pressure, and as kingpin. When you pull the release the trailer load weight diminishes or handle, the yoke shaft will extend 4 increases, the system automatically to 6 in. outward from the fifth wheel. raises or lowers the front axle of the “When it’s properly coupled, the tandem slider suspension without nut on the yoke shaft will retract and driver interaction. set firmly against the shaft’s washer SAF-Holland selected Meritor and rubber grommet and the front WABCO’s trailer ABS with InfoLink for skirt of the fifth wheel,” said Nissen. the intelligence to monitor and conOn some trailers with skirts, there’s trol trailer lift axle options such as this barely enough space between the suspension’s automatic lift axle fealanding gear and the tractor’s rear, so ture with the ability to raise and lower

“Check fifth wheels properly and manage diminishing pay loads smartly.”

12 September 2013 | Fleet Equipment

the lift axle without the driver’s control. The position of the lift axle is determined by InfoLink’s pressure sensors, which are placed in the suspension air bags. The system then calculates the trailer’s weight based on the pressure in the fixed air bags. Based on this calculated load, the front axle is lowered when the weight justifies its use and is raised automatically when the axle is not necessary for the given load. The SAF CBX40 with Auto-PosiLift features use a unique electronic control unit with built-in functionality supplied by Meritor WABCO. A sensor in the system’s air spring supply line reads air spring pressure and determines whether to automatically raise the front axle or leave it in the down position. With the power on and trailer parking brakes released, the Auto-PosiLift system is programmed to automatically lift the front axle in a trailer tandem a minimum maximum of 4 in. when it senses that only one axle is necessary to carry the load. With the tractor power off, the trailer parking brakes engaged or in the event of a loss of power, the system automatically deploys the front axle to the down position. The position of the front axle remains constant when the vehicle is in motion. The position of the axle is controlled to the optimal position when the tractor is on and the emergency brakes are released. /

D. MICHAEL PENNINGTON

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Heavy-duty News BY JASON MORGAN | MANAGING EDITOR

SmartWay spec’ing update: The heavy-duty industry’s

push for efficiency I

t has been nine years since the Environmental Protection Agency (EPA) launched the SmartWay program aimed at reducing transportation emissions by creating incentives to improve supply chain fuel efficiency. To give you some perspective, in 2004, George W. Bush defeated John Kerry in the presidential election, Athens, Greece, hosted the Summer Olympics

The EPA SmartWay program has offered a host of industry improvements over the years that go beyond the numbers such as serving as a neutral testing and assessment source that offers a cornucopia of information for fleet managers looking for data and information on technology performance, as well as providing a forum for trucking fleet owners and operators to

lllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll One of the most popular SmartWay product segments is aerodynamic drag-reducing technologies, like this chassis extension, for both the tractor and trailer. and Fleet Equipment’s then-editor Tom Gelinas urged fleet managers to invest in technology such as rear obstacle sensing systems and auxiliary heating and cooling technology designed to eliminate the need for idling for interior climate control. So how far has the heavy-duty truck industry come? “Since 2004, more than 3,000 SmartWay partners—including top trucking firms, owner operators and others— have eliminated 28 million metric tons of carbon dioxide [CO2], saved 65 million barrels of oil and $8.1 billion in fuel costs, by adopting cleaner and more efficient technologies and practices,” says Jim Blubaugh, deputy director of transportation and climate division at EPA. “That’s a significant impact of which we are proud.” 14 September 2013 | Fleet Equipment

share information about their experiences with these technologies, once they are out in the field. For OEMs, it’s a partner that helps assure that fleet managers’ equipment needs meet certain EPA fuel economy goals, so that managers don’t have to rely solely on manufacturer claims. “For operators and fleets it’s an additional vote of confidence their vehicles will yield better fuel efficiency and meet or exceed goals set forth by the SmartWay program,” says Charles Cook, Peterbilt product marketing Segment Manager. “In addition, [the SmartWay program] provides simple-to-follow technical specifications and requirements for equipping a tractor,” adds Wade Long, Volvo Trucks director of product marketing. “The program provides

guidelines for tractors and trailers, and carriers can display the SmartWay logo on vehicles that meet these requirements. Having SmartWay-verified vehicles can help provide carriers a competitive advantage by proving to their customers they care about the environment.” Good fleet managers know that the payoff with new technologies is in the long term, and as much as we all like to do our part to green-up our business practices, practical fleet decisions often come down to two things— meeting regulation requirements and the bottom line. The monetary impact is best seen in the fleet’s fuel costs. “Fuel costs are now the single greatest expenditure for truckling firms, as compared to labor, equipment and maintenance. The EPA estimates that a SmartWay designated truck can save between 2,000 and 4,000 gal. of diesel fuel per year, and reduce CO2 emissions by 20%, as compared to similar Class 8 trucks on the road, which are not equipped with these technologies and features,” Blubaugh says. “This can be more than $15,000 per year in fuel savings, at today’s prices. The use of cleaner, more fuel efficient vehicles and equipment can be a key strategy for fleets that have their eye on the bottom line—as well as sustaining a robust trucking industry well into the future.” It will probably come as no surprise then that one of the most popular SmartWay product segments is aero-

“Each customer has a unique set of business needs and there are a wide range of spec requirements and preferences,” Cook says. “Through our dealer network, we work closely with all customers to help them build the most fuel efficient vehicle possible while also meeting all other considerations. Gaining the highest levels of fuel efficiency is really about having a strong partnership and comprehensive discussion with customers to find the best vehicle and the best components and systems.” More unique technologies are on their way. Just take a look at Navistar’s concept vehicle called Project Horizon, unveiled in March. Navistar introduced an active shutter grille that incorporates dynamic grille bars that open and close based on cooling demands to reduce aerodynamic drag by creating the right balance between the air entering the cooling module and traveling around the vehicle. Across industry as a whole, the EPA has seen wide adoption of each of these technologies. Some fleets invest in all of them as a package. So after nine years of success and a growing list of SmartWay partners, what does the EPA see coming down the pike? “We expect all to continue to grow in demand as energy prices increase and shippers and carriers of freight continue to look for new ways to reduce their carbon footprint and become more competitive,” Blubaugh says. “The EPA closely collaborates with its partners to identify other promising technology areas … . The EPA encourages its partners to provide feedback to us on their experience with these products and vehicles, so we can continue to refine our test methods and technology verification program, in order to offer our partner companies the best available technical assistance that we can.” /

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dynamic drag-reducing technologies for both the tractor and trailer. Engine idle reduction tech and fuel-efficient tires are just as popular when it comes to maximizing fleet efficiency. The proof is in the numbers—Freightliner Cascadia Evolution, one of the most aerodynamic trucks has received more than 15,000 orders since the start of production this past March. It all comes down to driving more miles and using less fuel. Demand for forward-thinking efficient technologies is prompting OEMs to think beyond the common tech. Volvo, for example, incorporates a “stop-light” measurement performance tool in the electronic databook. The tool provides customers a best (green +), good (green), medium (yellow) and none (red) rating of the options that affect aerodynamics and fuel efficiency. Fleet managers can quickly review their vehicle specifications and determine the rating of the components they specify. For Peterbilt’s part, its PACCAR lineup of engines are driving fuel economy savings and its newest SmartWaycertified, on-highway vehicle, Model 579, puts the emphasis on aerodynamic design and fuel-saving JASON MORGAN spec’ing options.

www.FleetEquipmentMag.com 15

Timely Tips Extending battery life cycles A proactive approach to battery maintenance can also extend battery life, improve battery performance, reduce maintenance costs and drastically reduce the money spent on new batteries and old battery disposal. In addition to regular, routine maintenance, it’s important to find charging systems that combine scientifically validated desulfation technologies, notes Zena Johnson of PulseTech Products Corp. Battery sulfation is a wasting disease that claims the life of 80% of batteries in use worldwide. A comparison would be your home computer when infected with a virus or spyware and overloaded with temporary and junk files, loses speed and efficiency. A utilities tune up to clear up the operating hard drive is necessary to bring systems back to normal operations. Batteries routinely maintained with chargers incorporating desulfation technology have gained many years of extended life—in some cases up to five times the normal life cycle.

Rapid Response: 800-930-7204 ext. 54016

The three main components of a battery maintenance program 1. Diagnostic testing to enable users to take proactive steps to improve the life of the battery and eliminate unnecessary failure. 2. Preventative maintenance to prevent or mitigate premature battery failure. 3. Corrective maintenance to reverse or correct a problem that has occurred. What to look for in a 12-volt battery charger Safety, “plug and play” functionality and an ability to combine maintenance charging with desulfation to keep battery plates clean and capable of holding a full charge are key elements in selecting a 12-volt battery charger.

16 September 2013 | Fleet Equipment

It’s also recommended to find a desulfation maintenance charger that can also evaluate and test all types of 12-volt lead-acid batteries regardless of size of CCA rating, including AGM, gel-cell and VRLA. This battery charger makes maintenance and bulk charging simple with proprietary algorithms and microprocessor controlled technology that measures voltage and current to determine the proper operating charge. The variable float charge, of this battery charger, improves battery condition by increasing the charge rate safely to optimal levels and protecting it from being overcharged. Battery maintenance chargers completely shut off the charge current output to allow the battery to settle, and when the battery’s voltage drops to a certain point, the charger will automatically turn back on and top off the battery. This is safer than a trickle charger, which if left unattended for too long might lead to overheating, causing the battery to boil the electrolyte. Don’t fall victim to premature battery failure A validated battery maintenance management program followed faithfully by personnel trained at every echelon, can reduce a fleet’s annual battery consumption by 70% or more. Preventative maintenance consists of scheduled servicing, inspections and vehicle repairs to prevent potential problems and maximize vehicle availability. Schedules are typically based on time, mileage, engine hours or gallons of fuel used. Without a maintenance management program in place, fleet and equipment managers can be assured of spending more downtime and more budget dollars on replacing batteries unnecessarily. /

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IndustryNews Class 8 used truck volumes recover

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Volumes for used Class 8 trucks sold in July recovered from the steep decline they experienced in June. All three market segments, auction, retail and wholesale, contributed to the sequential gain, with the total market improving 4% month over month. The update on the used market was reported in the latest release of the State of the Industry: U.S. Classes 3 to 8 Used Trucks, published by ACT Research. “The average selling price of total reported Class 8 trucks sold in July exhibited resilience,” said Steve Tam, vice president-commercial vehicle sector with ACT. For the first half of the year, prices slipped 5% relative to the same period in 2012. Excessive demand for 2005-2007 trucks has fueled strong

18 September 2013 | Fleet Equipment

price appreciation, he added. The report from ACT provides data on the average used price for the top-selling Class 8 model for each of the major truck OEM’s: Freightliner (Daimler); Kenworth and Peterbilt (Paccar); International (Navistar); and Volvo and Mack (Volvo). For subscription information to the full report, please go to www.actresearch.net.

Freightliner offers upgraded Eaton shifters Cobra-style shifters from Eaton are now available on select models of Freightliner vocational trucks equipped with Eaton UltraShift PLUS automated manual transmissions. The Eaton Cobra Shifter, an upgrade to the standard

Eaton shifter, features a newly-designed boot that seals and isolates the electronics package from cab spills, dust and other debris and improved fiber optic lighting that allows drivers to easily glance at gearing selections. The Cobra Shifter is now available as an option through the Freightliner Corporate PDI/Custom Truck Services facilities on Freightliner’s vocational family of trucks, which includes the 108SD, 114SD and Coronado 122SD models.

Kenworth recently showed off its agile medium-duty trucks At a recent truck ride-and-drive event, Kenworth Trucks provided a cross-section of its medium-duty trucks for a hands-on driving experience at the PACCAR Technical Center Test Track. First on the list driven by a Fleet Equipment editor, was the K270 cab over engine (COE) Aero Van equipped with the PACCAR PX-6 engine and Allison 2000 five-speed transmission. The compact, agile, “Sunrise Gold” truck handled well, took the curves with ease and proved that it was well-suited for a variety of driver skill levels and any number of fleet applications. Much the same can be said for the K370 COE; the same handling abilities, transmission and powertrain. Both of these models can be spec’ed with either 19.5- or 22.5-in. wheels depending on loading and unloading demands of the service application. Recognizing that there are times when the application calls for a truck with GVW ratings somewhere in between a medium-duty and heavy-duty spec, Kenworth showed off its T440, which is available as a straight truck or tractor in GVW ratings from 33,000 to 68,000 lbs. This truck can be spec’ed with a PACCAR PX-8 engine or a Cummins ISL engine or Cummins ISL-G natural gas engine. It was also easy to drive and well-powered.

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, Ken.; 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.

Navistar selects Dana axles and driveshafts Steer axles, drive axles and driveshafts from Dana have been named

standard and exclusive on the new International TerraStar 4x4 medium-duty truck. The TerraStar features Dana’s new Spicer Model 273 front drive steer axle, which has a 42º turn angle and a GAWR of 8,000 lbs. The Spicer S110 single reduction, single rear drive axle on the TerraStar has a GAWR of 14,000 lbs. and a maximum GCWR highway rating of 35,000 lbs. Driveshafts on the TerraStar include Spicer Life Series models.

www.FleetEquipmentMag.com 19

Saddle Creek teams with Freightliner to develop CNG tractor

Rapid Response: 800-930-7204 ext. 54020

Freightliner Trucks and Saddle Creek Logistics Services have together developed a new Freightliner Cascadia 113-in. BBC day cab with natural gas 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 natural gas system 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 CNG tractors in its fleet of 430 vehicles, making it the largest CNG over the road tractor fleet in operation in the country. The additional 10 tractors will be used for truckload operations in the southeastern U.S. The company expects to order 90 additional natural gas trucks once testing is completed later this year. Powered by the Cummins Westport ISX 12 G heavy-duty natural gas engine with ratings up to 400 HP and 1,450 lb.-ft. torque, Saddle Creek’s Cascadia CNG tractors will include a fully-enclosed 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 miles per fill. He expects his new Cascadia CNG tractors to achieve at least 700 miles per fill.

TireStamp has custom tire and wheel maintenance program Developed specifically for each fleet’s maintenance program and integrating industry recommended practices and procedures, is the new TireStamp Tire and Wheel Maintenance Program. Based on a comprehensive fleet questionnaire about maintenance operations and product preferences, an automated template generates the fleet specific Tire and Wheel Maintenance Program, which contains fleet policies and industry best practices. 20 September 2013 | Fleet Equipment

“A high percentage of fleets do not have documented tire maintenance programs,” said TireStamp President Peggy Fisher. “Their preferences for tires and wheels are not well communicated to their personnel and to their outsourced tire service providers. A written Tire and Wheel Maintenance Program eliminates confusion and is a reference that ensures that correct maintenance practices are employed by everyone to properly maintain the fleet’s tires and wheels,” Fisher concluded.

Rapid Response: 800-930-7204 ext. 54021

IndustryNews

Mitsubishi Fuso Truck partners with Supreme Mitsubishi Fuso Truck of America Inc. (MFTA) announced a partnership with Supreme Corp. to offer Supreme StepSaver body on MFTA Canter FE Series work trucks. The StepSaver body provides curbside access to the cargo area through a low-step entry near the front passenger side of the body and is available with roll-up or sliding pocket-style doors.

Truck-Lite LED headlamps now standard on Freightliner models

Rapid Response: 800-930-7204 ext. 54022

High-visibility, custom-engineered Truck-Lite LED headlamps are now standard on all Freightliner Cascadia and Cascadia Evolution truck models. In January, Freightliner began offering the LED headlamps as an aftermarket and factory installed option. LED lights, according to Freightliner, offer superior nighttime visibility and a beam pattern that reduces eye strain for drivers and minimizes harsh headlight glare to oncoming traffic. Additionally, the LED lights reduce draw on the vehicle’s electrical system, freeing up power for other uses. The lamps underwent field testing in a variety of extreme weather conditions.

Sheetz takes Thermo King Energy Efficiency Award honors Thermo King honored Sheetz Inc., a family-owned convenience store chain based in Altoona, Penn., with more than 450 locations in six states, with its “Energy Efficiency Leader Award”. The award recognizes the retailer’s “outstanding efforts to increase the company’s environmentally sound 22 September 2013 | Fleet Equipment

practices.” Sheetz is the first convenience retail chain to win the award. Sheetz has operated a delivery fleet of 52 Thermo King multi-temperature Sprinter vans that is saving more than 148,000 gal. of diesel fuel annually. The fleet travels 5.6 million mi. a year, making 160,000 deliveries. Sheetz added the Thermo King Sprinter vans to its fleet in 2012 to support distribution of baked goods from its kitchen bakery and commissary. “Delivering fresh products to every single Sheetz location every single day is a critical piece of our operation,” said Stan Sheetz, president and chief executive officer. “We have to make sure to meet our quality standards with each delivery. We’re pleased that Thermo King has provided us with a temperature precision solution to meet these standards while also saving money and minimally impacting the environment.” Thermo King and its dealer, Thermo King of Pittsburgh, along with Arctic Vans, collaborated to develop a solution for Sheetz that incorporates a multi-temperature refrigeration unit with electric standby, custom air distribution and an auxiliary Espar heating unit for temperature recovery in extreme cold conditions. The electric standby option enables the unit to be plugged in at distribution centers, saving more than 85,000 gal. of fuel each year.

Caterpillar offers HOLLAND fifth wheels

Rapid Response: 800-930-7204 ext. 54023

Class 8 models from Caterpillar Trucks can now be ordered with HOLLAND FW35 Fifth Wheels from SAF-HOLLAND. The FW35 models are available for online installation. Backed by a six-year/600,000mi. Performance Guarantee, the HOLLAND FW35 is offered with NoLube and LowLube options. "SAF-HOLLAND is honored to have our flagship FW35 models available for installation on Cat Trucks," said Ron Froese, director of OEM sales for the Powered Vehicles. “This is an important first step as we continue to build our product portfolio with Caterpillar and Cat Dealers.”

Navistar adds Cummins ISB for trucks and buses Navistar International Corp. announced the expansion of its mediumduty engine offerings to include the www.FleetEquipmentMag.com 23

IndustryNews Cummins ISB 6.7-liter engine for International DuraStar medium-duty trucks and IC Bus CE Series school buses. "Adding the proven, market accepted Cummins ISB to our line-up is a key part of our strategy to offer our customers the most comprehensive medium-duty truck and bus offerings," said Jack Allen, Navistar executive vice president and chief operating officer. "The ISB will complement our existing engine offerings and will be a

catalyst as we look to improve our medium-duty truck and bus business in 2014 and beyond." International DuraStar trucks and IC Bus CE Series school buses with the Cummins ISB will be Navistar's first mediumduty vehicles with selective catalytic reduction (SCR) emissions aftertreatment. Navistar will begin taking orders immediately for trucks and buses with the Cummins ISB with initial truck builds

later this month and regular production for trucks scheduled for December. Regular production for CE Series school buses is scheduled for late-January 2014. “Medium-duty truck and bus customers from across the industry have extensive familiarity and confidence in the Cummins ISB. Adding it to our proven DuraStar and CE Series products, along with our industry-leading dealer network, will provide customers with a winning combination,” said Bill Kozek, Navistar president, North America Truck and Parts. “Customers seeking commonality in their engine line-up have expressed significant interest in combining the Cummins ISB engine with our chassis and we anticipate strong demand and orders as a result.” According to the company, the Cummins ISB allows Navistar to meet the needs of its truck and bus customers by adding a proven mid-range SCR engine to its line-up. The company will announce the next steps of its comprehensive mid-range SCR engine strategy at a later date. In the meantime, Navistar will continue to offer EGR-only versions of its mid-range engines utilizing its medium-duty emissions credits.

Freightliner gears up for NASCAR September sweepstakes

Rapid Response: 800-930-7204 ext. 54024

The official hauler of NASCAR, Freightliner Trucks, announced its NASCAR Weekend “Freightliner Hauler Challenge” Sweepstakes. Running through Sept. 28, 2013, the sweepstakes is part of the “Freightliner Hauler Challenge: Journey to Homestead” app that gives users the opportunity to win one of four all-expense-paid trips to Florida to see the 2013 NASCAR Sprint Cup Series Champion. Grand prizes and secondary prizes —team-signed apparel packages—will be given away each week. Additional prizes will be awarded on the Freightliner Trucks’ Facebook page (www.facebook.com/freightliner) and Twitter feed, @freightliner. To download the “Freightliner Hauler Challenge: Journey to Homestead” app, search “Freightliner Hauler Challenge” on Android, Kindle and Apple devices at Amazon, Google Play and Apple App stores. The app provides an interactive experience that puts users in the driver’s 24 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54025

IndustryNews seat of a Freightliner truck that transports NASCAR teams across virtual routes to the final race of the season at Homestead-Miami Speedway. The newest version of the app adds the Freightliner Cascadia 113 natural gas (NG) tractor to the lineup of truck models that users can select.

Goodyear RoadService App gets trucks back on the road The ability to instantly connect with Goodyear FleetHQ, which offers emergency roadside service, is now possible

on an Android or iPhone with the new Goodyear RoadService App. Access is provided via the app to the 24/7 GoodyearFleetHQ Solution Center where tire professionals will collect information, including location, locate the nearest Goodyear commercial tire dealership and dispatch a tire service technician with the correct tire and equipment. The Goodyear RoadService App also contains a “My Information” feature that allows drivers to enter tractor and trailer unit numbers and other data be-

fore they contact the Goodyear-FleetHQ Solution Center.

Eaton manual transmissions available in NG-powered Freightliners The Eaton lineup of manual transmissions is available as an option on Freightliner chassis equipped with Cummins Westport ISX-12 G heavy-duty natural gas engines. The transmissions will debut on the Freightliner Cascadia day cab with Westport engines, scheduled to go into production this month, the company said.

International Trucks enhances owner loyalty program Navistar International Corp. announced new benefits of International Advantage, the company’s owner loyalty program. Included are fleet management tools for small and mid-size fleets, 24/7 concierge service and exclusive offers on vehicles, parts and service. A major component of the enhanced program is the new International Advantage online portal, which includes expanded capabilities and features. The portal hosts a suite of fleet management tools, including the ability to track an entire fleet online with customized communications and service reminders. The International Advantage loyalty program is available for new and existing International Truck owners at no additional cost.

Freightliner starts production of 122SD

Rapid Response: 800-930-7204 ext. 54026

Full production of Freightliner Trucks 122SD model for vocational applications has begun. The severe-duty 122SD has a GVWR of up to 92,000 lbs. and a GCWR up to 160,000 lbs. The model is designed for heavy/oversize hauling, logging, oil/gas field service, crane, dump, towing/recovery and vocational on-highway applications. The 122SD is available with Detroit DD15 TC and Detroit DD13 engines and with Detroit DD16 and Cummins ISX15 engines up to 600 HP and 2,050 lb./ft. of torque. Models equipped with Detroit engines include Detroit Virtual Technician to help track maintenance notifications and schedule service remotely. Transmission options on the 122SD in26 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54027

IndustryNews clude Allison automatic, Eaton manual and Eaton UltraShift PLUS automated with Eaton Cobra shifter models. Exterior options include heavy-duty West Coast mirrors, LED headlights, onepiece skid plate, lower radiator rock guard and custom chrome accents.

Detroit Reman announces expansion of Hibbing facility and move to new location

Rapid Response: 800-930-7204 ext. 54028

Detroit Diesel Remanufacturing LLC (“Detroit Reman”) showcased its electronics remanufacturing and manufacturing capabilities and announced it would expand its current facility and expand to a Range Regional Airport property. According to the company, the Hibbing facility has experienced significant growth since its acquisition by Detroit Diesel Remanufacturing LLC in 2007. An additional 30,000 sq. ft. will immediately be added to the 30,000 sq. ft. airport location to provide the space necessary to support the electronic manufacturing and remanufacturing activities well into the future. Relocation of existing operations will be complete in early 2015. “Detroit Reman is more than a remanufacturer of heavy iron,” said Stefan Kurschner, current president of Detroit Reman. “Through the growth and evolution of the Hibbing plant over the past six years and because of the creativity and passion of its employees, Detroit Reman has become an expert in the manufacture and remanufacture of high-quality electronics products.” The move to the new facility accommodates Detroit Reman’s planned expansion and growth in Hibbing, retains 100 existing jobs, and creates the potential for 30 to 50 new jobs within the next three to five years. /

28 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54029

Refrigerated TRUCKING Planning ahead for year-end

TRU purchases D

ecision time is getting close for refrigerated fleet operators who transport fresh or frozen cargo on California roads. Under current California Air Resources Board (CARB) environmental standards, operators must replace or upgrade transportation refrigeration unit (TRU) engines every seven years. That changes on Jan. 1, 2014. TRUs manufactured

before replacement will likely have the most to gain by accelerating TRU purchases into the current year, according to Kampf. Regardless of when they are delivered or installed, TRUs that are manufactured in 2013 are subject to the seven-year CARB timeline. As a result, some operators are moving planned purchases from early 2014

ter, for 2014 and beyond. While some will elect to acquire additional equipment manufactured this year, others will pursue other strategies. For example, they may choose to purchase “evergreen” units that comply with both CARB requirements and the Environmental Protection Agency (EPA) Tier 4 Final standards that took effect Jan. 1,

“Fleet operators will find it advantageous to discuss their plans with TRU original equipment manufacturers or their authorized dealers...”

after that date will need to be changed out by Dec. 31, 2019. According to Tom Kampf, trailer product manager at Thermo King, a manufacturer of temperature control systems for a variety of mobile applications and a brand of Ingersoll Rand, “As a result, operators have a one-time opportunity to accelerate their purchasing plans and acquire TRUs manufactured in 2013, which will have the effect of expanding the useful life of their newly acquired units by an additional two years.” Operators of large single-temperature fleets who keep their equipment for an extended period of time 30 September 2013 | Fleet Equipment

to the fourth quarter of this year, while others are taking deliveries now with plans to delay actual installation on their trailers until sometime next year. Kampf goes on to say that in either case, operators will want to meet with TRU original equipment manufacturers or authorized dealers to discuss their needs and place their orders sooner rather than later. Manufacturers have finite manufacturing capacity for the remainder of the year and it is unlikely they will choose to carry finished goods inventory from 2013 into 2014, so the number of units manufactured in 2013 will be limited. As the end of 2013 approaches, refrigerated fleet operators are putting the final touches on their equipment acquisition plans for the fourth quar-

2013. These single-temperature units meet the more stringent UltraLow-Emission Transport Refrigeration Unit In-Use Performance Standards (ULETRU). Evergreen TRU engines can continue to operate in California beyond the seven-year window without a level three diesel particulate filter (DPF) retrofit. Still, other operators will become early adopters of next-generation TRU platforms that use new technologies and system architectures to provide significant improvements in environmental sustainability, fuel-efficiency, reliability and uptime and total life cycle costs. Operators with longer equipment replacement cycles will usually find that being early adopters of new, more fuel-efficient technologies will provide the best long-term return on investment. /

Rapid Response: 800-930-7204 ext. 54031

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

IT convergence transforming trucking A ccording to Jay Coughlan, chairman and chief executive officer, XRS Corp., “America urgently needs a healthy, safe trucking industry to help power the economic recovery. Every American relies on trucks. The industry transports in excess of 11 billion tons of freight annually. Now, the trucking industry finds itself at a critical juncture. The industry must improve its efficiency in order to remain competitive and profitable, plus attract a new generation of drivers while meeting increasingly rigorous federal safety requirements. He goes on to say that a new confluence of technology trends is transforming our industry, and this “convergence of forces” will allow the entire industry to operate more safely, efficiently and competitively for many decades to come.

To explain this convergence, Coughland borrows heavily from the highly regarded Gartner organization, the global information technology research and advisory company, and apply it to the trucking industry. Gartner describes what’s happening in business and our society in general as a nexus of technology and human forces: Social is the technology linkage between people, and the connectivity that enables work and personal sharing; Mobile is the technology platform that transports the world away from desks and brings applications of all kinds to the phone and tablet; The Cloud which, whether widely recognized or not, is providing more and more of the infrastructure of everyday business and personal activity online; and

Headlines

Information technology industry news

Omnitracs Vehicle Maintenance App available on Mobile Computing Platform 50 Omnitracs Inc., a subsidiary of Qualcomm Inc., a provider of integrated wireless systems, applications and services to transportation and logistics companies, announced the availability of its Vehicle Maintenance application on the Mobile Computing Platform 50 (MCP50). Vehicle Maintenance captures important engine and vehicle diagnostic information and sends it to drivers and fleet managers so that service can be proactively scheduled to reduce repair costs. Initially launched in 2008 and also available on Omni-

32 September 2013 | Fleet Equipment

tracs MCP110 and MCP200, the application monitors the most common engine fault codes and periodically reports vehicle diagnostic information and when alerts are generated. Fleets may configure the reporting intervals to align with their business needs. Back office personnel receive the notifications via an intuitive web interface or emails, while drivers are notified of engine faults on the in-cab display. This insight allows drivers and managers to easily view and correct problems that arise, while also enabling fleets to direct vehicles to the best inspection and service

Information is the ravenous appetite of business and individuals to acquire more, better information to help make smart decisions. So, why is this concept of convergence so critically important to the trucking industry? • Social connections are vital to truckers away from home for extended periods, which is a reason why years ago truckers were social media pioneers with their ubiquitous CB radios. • Mobile applications feature dozens of ways to measure compliance, performance and safety—while also enabling social interaction. • Cloud computing gives drivers and fleet managers the capacity, reliability, security, flexibility and availability to manage trucking and personal data in the mobile realm. • Trucking companies and drivers need access to volumes of information like never before—to assure compliance with his or her hours of service (HOS) to stay in the driver’s seat and deliver the load on time—making the need for big data even more compelling. The benefits of data analysis and social interaction in the cloud, available via mobile technology, are becoming clear. First and foremost, we’re in a whole new world of regulation, and regulatory non-compliance can grind fleets and trucks to a halt before they know it. Detailed, real-time and mobile monitoring to avoid violations has become an absolute necessity. When driver behaviors and truck status are measurable and safer, the highways are safer. Safety managers are given tools to see what happens on the road. Unsafe practices can be quickly identified and the proper coaching assigned. Drivers can monitor their own safety measures. In addition, fleet operators know that data analysis can

locations for preventative repairs to minimize on-road and out-of-network failures. Vehicle Maintenance provides the option to view both current and historical information about each vehicle or the entire fleet, making it easier to plan and schedule regular maintenance. Managers are able to quickly spot critical issues on one consolidated page, as well as sort and filter information for improved workflow efficiency. Vehicle View provides a more detailed diagnostic, location and profile snapshot, along with graphical representations of generated data, to improve analysis and resolution of reported fault conditions. Omnitracs MCP50 is a mobile fleet management solution that helps transportation companies increase productivity and manage safety and regulatory compliance. The MCP50 offers flexible pricing plans, enabling fleets to cost effectively adopt applications most critical to their operational needs. The Vehicle Maintenance application is included with Omnitracs Premium Plan. Other applications available on the MCP50 include: Analytics Manager; Critical Event Reporting; Hours of Service; In-Cab Navigation; Performance Monitoring with Fuel Manager; and Vehicle Inspection Report.

slash costs. Fleet optimization is being accomplished with automated reporting of fleet performance indicators: Fuel consumption; hard braking; shift patterns; idle engine wear; trip reporting; miles per gallon; speeding; and much more. With mobile data collection and analysis applications, the expense, complexity of installation and training for out-ofdate, hardware-based onboard systems is replaced by a five-minute training video, 10 min. to plug a proprietary relay device into the truck’s computer, and a quick mobile app download onto the smart device. Another result is that drivers gain more legal driving time per day by automating what were formerly paperwork tasks. Using an electronic log procedure on average saves 15 minutes per driver per day—more than an extra hour per week with wheels turning. Mobile applications are creating a new trucking ecosystem: Governmental rule compliance; GPS route optimization; weather alerts; scheduling; fuel tax reporting; proof of delivery; truck performance indicators; and dozens more applications. It’s clear that the technological convergence of forces in the trucking industry is here, and it’s not about to slow down. The benefits are many—including safer operation, reduced fuel consumption; better driver and vehicle utilization; driver and fleet regulatory compliance and driver social connection. And this is just the beginning for our industry—there will be much more to come. /

Drivewyze offers free PreClear Weigh Station Bypass Service trial A new version of the Drivewyze PreClear weigh station bypass and e-screening system that includes a 60-day free trial period is being made available by the company. PreClear 2.0 offers drivers and fleets the ability to download Drivewyze PreClear and try it free for 60 days. The PreClear 2.0 App is available from Google Play for Android smartphones and tablets. Apple (iOS) and Blackberry smartphone and tablet users can sign up online at the Drivewyze web site and get access to PreClear 1.1. Drivewyze PreClear offers single-state plans starting at $7.99 per month, per truck and multi-state plans at $12.99 for every truck per month. The bypass service adds transponder-like functionality to tablets, smartphones and comes pre-loaded on select electronic logging devices (ELDs), including the Zonar 2020 mobile communications tablet. The service connects to the Drivewyze network, which is currently available in 16 states at more than 220 weigh stations and mobile inspection sites.

www.FleetEquipmentMag.com 33

Headlines

PeopleNet launch and evolution of Precision Mobility Platform PeopleNet, a provider of fleet mobility solutions that aim to reduce cost per mile, improve safety and compliance and enable profitable fleet growth, announced the evolution and launch of its Precision Mobility Platform that combines the latest in fleet mobility solutions with precision analytics that will enable fleets to optimize their resources for profitable growth.

According to Mark Botticelli, chief technology officer for PeopleNet, “Our vision for the new standard in fleet mobility technology is an end-to-end, fullysupported platform for streamlined integration. There is virtually no limit on systems and applications that will work in tandem to extend the value of information from operational intelligence to predictive analytics that conveys insight

EFS launches new upgraded interactive interface with McLeod Software Electronic Funds Source LLC (EFS), a provider of customized corporate payment solutions announced the launch of its new upgraded interactive interface with McLeod Software's LoadMaster Enterprise dispatch software. The new interactive interface allows EFS customers who use McLeod’s LoadMaster dispatch software to now seamlessly manage and better control their fleets using LoadMaster’s screens and system. Carriers have instant visibility and control over their cardholders and their purchases through a centralized interface making training and implementation extremely simple for EFS customers to take advantage of this new high level of integration. The new EFS interface includes interactive card management providing greater efficiency, security and oversight in managing cardholders and their fuel and cash purchases. Furthermore, carriers can advance funds to the driver’s EFS SmartFunds card using McLeod’s software system. Additional key features include the ability to auto-block a specific card if the driver is not under dispatch, and the ability to clone a card making the process to issue replacement cards instant, automated and secure which complements EFS’ comprehensive reporting and reconciliation packages. For more information, visit www.McLeodSoftware.com.

34 September 2013 | Fleet Equipment

for decision-making about the future. Imagine having answers to questions about the future at your fingertips answers to questions like: When will an engine break down or an engine part go bad? How soon should a vehicle be serviced? In other words, information that drives precise decision making in the back office.” For more information, visit www.peoplenetonline.com.

Cadec and ORTEC to provide integrated solutions Under a new agreement, global supply chain software provider ORTEC will be a reseller of the Cadec Global PowerVue fleet management solution. PowerVue is an SaaS-based platform with in-cab hardware. ORTEC’s routing and scheduling software helps fleets optimize routes. For more information, visit www.Cadec.com.

VDO RoadLog website optimized for mobile devices A new user portal on the VDO RoadLog website from Continental Commercial Vehicles & Aftermarket now provides access capabilities from a variety of mobile devices. New educational videos have also been added to the refreshed edition of the site. The collection of how-to and training videos includes HOS compliance, electronic on board recorder (EOBR) Mandate Solution, EOBR Buyers Guide, and EOBR installation and tips for law enforcement. /

Rapid Response: 800-930-7204 ext. 54035

Aftermarket Insights

Veyance Technologies air springs

BY DENISE KOETH | SENIOR EDITOR

Air s

A fleet’s bottom line can benefit from trailer air suspensions, provided proper guidelines are followed

railer air suspensions offer fleets many benefits, including optimized fuel efficiency and tire life, superior cargo protection, improved ride characteristics and minimized wear and tear on trailer components. These advantages can be maximized with some basic knowledge concerning the ins and outs of air suspensions, along with a good understanding of maintenance practices. We asked several manufacturers of trailer air suspensions to weigh in on the subject, and

Meritor MTA30 trailer suspension system

36 September 2013 | Fleet Equipment

their advice could save fleets a significant amount of time and money— both valuable resources.

Benefits defined According to Dave Vanette, manager of new business development for Firestone Industrial Products, “As part of the primary trailer suspension, air springs provide outstanding cargo protection while reducing maintenance problems caused by road shock and ‘trailer hop’ when empty.” He adds that they reduce overall wear and tear, increasing trailer longevity, and can be used to haul a wide variety of cargo, reducing expensive empty trailer miles. “The improved ride characteristics of an air suspension are also appreciated by the trailer operators— air suspensions are used by many fleets as one of their driver re-

tention tools,” adds Jim Rushe, program manager of on-highway trailer products for Hendrickson Trailer Commercial Vehicle Systems. Russell Franks, field service product line manager for Meritor Trailer products, says the company has two styles of trailers using air suspension: RideSentry trailer suspension for dry freight and refrigerated vans and MTA trailer suspension for vocational applications. “Each style tends to spec air ride suspensions for distinct reasons,” he explains. “Vans are going for ride qualities to protect the payload, extended life of equipment and driver comfort. Vocational trailers are looking for extended equipment life and driver comfort as well, but also are looking for axle to axle load equalization, lift axles and maneuverability.” Air suspensions also offer flexibility when it comes to height adjustment for loading and unloading trailers, according to Bill Hicks, product planner for SAF-Holland Trailer Systems. “An

air suspension can be adjusted via pneumatic controls to raise or lower the trailer for many unique loading/unloading conditions to facilitate ease of entry to the trailer or for other factors,” he notes. Because air suspensions reduce general wear and tear on equipment, fleet managers experience reduced maintenance cost and higher resale value, adds Jim Zwald, air springs product manager at Veyance Technologies. Air suspensions also provide both improved tire life and fuel economy, he says, adding they also use “automatic leveling systems so there are no changes in vehicle height from an unloaded to fully loaded condition. This permits trailers to be designed with a higher top and lower floor without interfering with the tires and staying within vehicle height regulations, thus allowing

On the other hand, SAF-Holland’s Mike Edlund, suspension application engineer, says ride heights are designed to have certain amounts of travel—the general rule of thumb is that they retain 3 in. of travel in either direction. If set too low, a harsh ride can occur due to the constant bumping and thrashing against the air spring bumpers. “If this happens over long periods of time, it can cause structural damage to the trailer frame, damage cargo and reduce the ride quality of the vehicle,” Edlund says. “Too often, technicians are prone to replacing shock absorbers rather than identifying the

cally adds or exhausts air from the suspension as a trailer is loaded or unloaded, maintaining the designed ride height,” explains Meritor’s Franks. “Proper maintenance is a must to assure the height control valve is functioning correctly.” The valve is installed so that no air flows into or out of the suspension air springs when the suspension is at the correct ride height, Hendrickson’s Rushe adds. “When the trailer is loaded, the trailer will drop, moving the height

SAF-Holland’s CBX69 Tridem slider suspension system

suspensions explained

Firestone Industrial Products air springs

maximum cargo space on a trailer.”

Maintaining proper load height All vehicles with air springs have a specified ride height—established by the OEM—that can be found in the manufacturer’s service manual. This height should be maintained within a 1/4 in., according to Firestone’s Vanette, who says, “The dimension can be checked while the vehicle is loaded or empty. Inspectors should also look at the height control valve to make sure it is functioning properly and there are no leaks.”

root cause of the problem,” he continues. “To avoid reoccurrences, technicians should fully examine the system and identify the correct cause of the problem. A good time to perform visual inspections is when the vehicle is in for a brake job. This allows time to examine the suspension’s components and ensure they are in good condition.” Dave Ball, senior engineer of air springs for Veyance Technologies, adds that suspension manufacturers design systems to maintain a height that provides optimal ride. Automatic leveling systems—called height control valves—are used to ensure the air spring’s internal pressure is adjusted to keep the height at the same level, whether the trailer is loaded or empty, he says. The height control valve “automati-

control valve arm so that air is supplied to the air springs until the correct ride height is reached. When the trailer is unloaded, the excess air in the air springs raises the trailer, causing the height control valve to exhaust the air from the air springs until the trailer is back at the preset ride height.”

Causes of air suspension wear Air suspension component wear causes vary depending on the suspension design. According to Rushe, some designs require periodic fastener maintenance in order to prevent wear or component deterioration; some also require periodic disassembly and inspection of key components. “Height control valves can wear over time and require replacement. More typically, [they] become contaminated or damaged, requiring cleaning or rewww.FleetEquipmentMag.com 37

Aftermarket Insights placement,” he says. “On suspensions equipped with shock absorbers, the shock seals can begin to wear and leak hydraulic fluid. If too much fluid is lost, the shocks can become ineffective and possibly lead to increased tire wear. However, some hydraulic fluid ‘misting’ can be observed on the outside of the shock. This is a typical condition caused by the hydraulic fluid vaporizing and

escaping past the seals. Very little fluid is lost in these cases, resulting in no shock performance reduction.” Rushe adds that air springs are typically replaced due to damage, not wear. Operating the suspension at the proper ride height will eliminate air spring damage caused by improper suspension setup. The majority of premature air spring

failures are caused by other problems associated with the suspension system, notes Vanette, who adds the wear and tear of road travel can take its toll on the components of the suspension system, causing certain malfunctions: “Air lines may break loose and rub against air springs, causing abrasions or tears in the rubber bellows. Bushings may wear out and cause similar damage due to misalignment of the air spring. The most common problem found in nonwarranty air spring product returns is overextension of the air spring, typically caused by a broken shock absorber. When a shock absorber breaks, it allows the air spring to expand too far and essentially tears the air spring apart.” According to Franks, lack of regular maintenance is typically the biggest reason for undue wear of suspension components. In addition, “improper installation of an air suspension is a common cause of wear and issues such as tire wear due to improper axle alignment; worn bolted connections (pivot, shock, etc.) due to improper torques; and worn air bags due to being operated outside of a suspension’s designed ride height,” he says.

Maintenance recommendations

Rapid Response: 800-930-7204 ext. 54038

Edlund offers several maintenance tips, including visual inspection of the shock absorbers on at least a weekly basis. “You can see when a shock is leaking,” he explains. “Another way to check the shock is by grabbing the lower shock body after the trailer has been operating; if it is warm, the shock should be functioning properly.” Preventing the rubber air cell of an air spring from drying out is key, he says, adding, “As long as nothing gets in to rub against it or damage it, the air spring will provide many miles.” The life an air spring depends on the type of application, Edlund adds. High off-road usage will typically cause wear out before an on-highway application will. “It is good practice to keep the air spring and lower piston clean of debris. This can be accomplished with a mild soap and water solution. In general, air springs last considerably longer than shock absorbers.

38 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54039

Aftermarket Insights

Rapid Response: 800-930-7204 ext. 54040

“The pivot fastener must provide a sufficient clamp load through the bushing to prevent premature bushing and/or bushing core failure,” Edlund adds. “To ensure this, it is good practice to re-torque the pivot connections every time you do a brake job. We recommend re-torqueing every 50,000 to 100,000 mi. Of course, if brake jobs are performed more frequently due to a severe-duty application, check torque

more often.” He says that after approximately 5,000 miles on a new trailer, the torque ratings on all critical fasteners should be checked to ensure everything was assembled correctly—this may identify problems before any real damage has been done. “Using the recommended replacement parts is also key to reducing suspension maintenance and extending

component life,” says Rushe. “Many aftermarket ‘will fit’ parts are designed to fit into the component location, but they do not have the performance and durability specifications that have been developed by the suspension manufacturer. Following the suspension manufacturer’s recommend maintenance requirements will also help to prolong the life of the suspension components and reduce maintenance costs over the life of the trailer.” Vanette says that during an air spring inspection, technicians should take special note of any debris, cuts, deformities or rubs that may lead to an imminent failure. If the air spring is damaged, replace it during this visual inspection process, since there is a high probability there may be other problems with the suspension or other damaged components. “Firestone recommends performing a thorough inspection annually by cleaning the air springs with soapy water or an alcohol solution,” he adds. “This will expose problems hidden from a normal visual inspection. Soap bubbles may also detect any slow leaks that could be occurring, indicating a failing air spring.” Vanette also cautions not to use an impact wrench when installing new air springs. “An impact wrench increases the danger of stripping the fittings off the bead plate. It is recommended to use torque wrenches to tighten the mounting hardware such as nuts and bolts, and valves. Make certain that all items are tightened properly, and if loose, re-torque to manufacturer’s specifications.”

Replacement guidelines Unless there was an accident or other significant damage, it normally is unusual to replace a complete existing air suspension, according to SAF-Holland’s Hicks, who says that while some individual components can be relatively easy to change out for repair (air springs, shocks, HCV, etc.), significant structural components require more work. “Retrofits of one air suspension to another have been done and can be a major undertaking,” he notes. “Typically, these retrofit situations are the re40 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54041

Aftermarket Insights

sult of changing to a newer model to update the trailer, changeover from mechanical to air ride suspension or some other situation that the fleet, end user or OEM determines is needed to address operational issues or field complaints. I cannot emphasize this enough that such retrofits are major events for all but the most skilled workshops and normally require approvals and instructions from the trailer OEM engineering group, as well as possibly the suspension supplier.” Hicks adds that since most air suspension designs have proprietary and dimensionally unique elements, there is very limited interchangeability with components among competitive designs. Because each suspension is typically designed to match a trailer type/model, mixing and matching components is discouraged, as the wrong component can have a very detrimental impact on the suspension’s overall performance. “Typically, the easiest and most cost effective replacement plan is to rebuild or repair the unit with the OE supplied suspension system,” he says. “This would not require extensive frame modifications or alterations to the trailer since the frame hangers, supporting cross members, etc. will be in the correct location. “If the replacement suspension is not the OE specification, more upfront engineering and frame customization will likely be required to properly locate the important structural support attachments—frame hangar, X-members, shock mounts, etc.—because suspension dimensional configuration can vary greatly.” Hendrickson’s Rushe agrees that replacing an existing air suspension with 42 September 2013 | Fleet Equipment

Air suspension maintenance checklist John Healy, aftermarket air springs marketing specialist for Veyance Technologies, offers the following maintenance checklist: • Check air lines and fittings for leaks and for rubbing on the air spring. • Check for proper clearance around the air spring when inflated. Generally, a minimum of 36 mm will allow for the increased diameter that occurs in heavy jounce. • Periodically check the suspension for proper ride height. This dimension should be maintained at +/- 7 mm to protect the springs and shocks from over-extension or frequent bottoming out of the suspension. • When doing routine vehicle maintenance, block up the suspension and check for irregular wear or material build-up on the flexmember. Clean, if necessary, using a non-petroleum-based cleaning solution. • Check rolling lobe piston for material build-up. Hardened debris on the piston will the shorten spring life and should be removed. same • Check shock absorbers for any signs of leaking hydraulic fluid, broken end consusnections, worn bushings or cylinders, or over extension. pen• Periodically, check nuts and bolts for proper torque. See manufacturer’s manual sion for specific recommendations. • Check height control valve to see that it is functioning properly. Clean or replace, if necessary. • Routine inspection of all of the above, according to a pre-determined mileage maintenance schedule, will extend the life of your vehicle and reduce your overall maintenance expense.

brand is fairly straightforward, adding that a trailer mounting surface and support structure inspection should be performed, and the suspension manufacturer’s installation procedures should be followed. “When replacing an existing air suspension with a different brand or model, different mounting and support structures may be required,” he says. “The new suspension’s installation instructions should be used to review the trailer structure, and the application and installation requirements should also be reviewed with the suspension manufacturer. “Changing an existing mechanical leaf spring suspension will typically require a complete replacement of all of the suspension components, including the axle,” Rushe continues. “However, some of the axle brake components and the wheel end components can be reused. For a non-slider installation, new trailer support components will be required. For a slider installation, many air suspension sliders can simply be installed into the existing trailer mounting, but a slider review would be needed to ensure the correct set of slider options is selected.” Vanette, who notes that Firestone

Airide Air springs are engineered to meet OEM specifications, says that deviating from the OEM engineering spec can cause premature failure. “For example, an air spring that is taller than the OEM suspension spec could possibly come in contact with bolts or other pieces of the suspension, causing interference with air spring functionality or leading to a rupture,” he says. “An air spring that is wider in diameter than the OEM specification could also cause the air spring to rub or puncture. Lastly, if an air spring is too short, it can pull the air spring end attachments, ultimately leading to an air leak or damage of other suspension components. “The life of an air spring is dependent on the application and maintenance of the air spring as well as the quality of the spring,” Vanette concludes. Taking all this into account, the benefits and cost savings offered by trailer air suspensions are significant, provided proper maintenance procedures are followed. Skilled maintenance technicians should have no trouble switching out individual components, but if a complete replacement is required, fleets should work closely with the suspension manufacturer to ensure the proper guidelines are followed. /

Rapid Response: 800-930-7204 ext. 54043

Equipment Management

BY TOM GELINAS | EDITORIAL DIRECTOR

f course, it depends and awful lot on exactly what your trucks are doing, but it’s a good bet that you could be changing oil and filters less frequently if you haven’t attempted to optimize the oil change intervals established for your PM schedules. You purchase engine lubricants just as you do with other consumables for your fleet—fuel, tires, brake linings. You do your best to maximize the use of most consumables, but have you done your best to maximize the life of the engine lubricant you purchase?

There’s money to be saved if oil drain intervals can safely be extended

Optimizing Two findings in a recently published report of a study done by the California Integrated Waste Management Board are of particular interest: • Fleet operators can extend oil change intervals by using higher-quality oil and using oil analysis for determining optimal drain intervals. • In large engines, high efficiency oil filters are an effective and economical technology for extending oil drain intervals. Darry Stuart, president and CEO of DWS Fleet Services, would likely agree. He said, “Today’s oil does a phenomenal job. I do not ever remember, during my career, of any engine

44 September 2013 | Fleet Equipment

failure that was caused by a lubricant failure. “I recommend in all cases that fleets use premium filters. If you’re going to try to extend oil drains, the best filter available from the supplier of your choice will give you a bit of a safeguard. Unfortunately, our industry does not have an oil filter restriction gauge available like it does on air filters. It’s likely that filters are only being used through about 30% of their potential service life. Any additional filtration that you can add at a reasonable cost is in my opinion desirable.”

Regarding over-the-road operations, he said, “In reality, we can safely go 40,000 to 50,000 miles between drains assuming you have a quality PM inspection when you do change oil. If I had my way, I would use a deeper oil pan and a bypass filter on every vehicle.” Extended service interval programs can not only reduce cost in the short term, but also can pay huge dividends in a much larger way. According to Jerry Parker, district sales manager for WIX Filters, by simply doubling an oil change interval, a 50% reduction in oil consumption on both sides of the ledger can be attained—both pur-

chase of new and disposal of used lubricant. “The reduction on the waste stream of used lubricants represents a cost savings and it also has a significant impact on the environment,” Parker said. “By working with knowledgeable, qualified vendors this transition can be completed with no disruption to daily operations. The rewards generally outweigh the effort.”

Application specific Optimum drain intervals, even for

Lubricants, said, “That makes a lot of sense. Typically, heavier loads or more difficult terrain require more fuel and therefore shorter drain intervals than lighter loads and flat terrain operations. Based on an analysis of the fleet’s operating characteristics, we try to determine if there is an opportunity for extending oil drain intervals, or should the drain interval actually be shortened.” Arcy went on to say, “We also have to look at what makes sense for the fleet. If they’re going to bring a truck in

ought to be checked during a good pre- and post-trip inspection, which is done every time the truck goes out, should be checked and reported by drivers. The biggest concern, of course, is safety, which is related to brakes and tires. Drivers look at tires every day, and they can tell you the moment brakes start having any problems.” There is another potential down side of moving to extended drain intervals. Consider a truck that is safely scheduled for a 25,000 mile oil

drain intervals identical engines, can vary substantially. There can, however, be significant savings offered by extending drain intervals in some applications. This is especially true for over-theroad operators or for fleets that have consistent routes and loads. Such conditions offer the possibility of optimizing and possibly extending drain intervals. For on-highway applications, most engine manufacturers will recommend a drain interval that depends on the load the vehicle is carrying, the vehicles fuel economy and idle time—basically, the amount of fuel burned. Dan Arcy, OEM technical manager for Shell

on a 25,000 mile schedule for greasing, does it make any sense to try to move an oil drain out to 50,000 since the truck is going to be in the shop for half a day or so anyway.” Stuart would likely agree with such a concern. He said, “A major problem, which can occur when trying to maximize oil drain intervals, is doing multiple PMs in between. You could be adding labor costs that negate any savings you might achieve through an extended oil drain interval. “We often hear that fleet managers want to look at their trucks more frequently than just during an extended oil change interval. In reality, what

change but missed it for some reason or another. If it goes to 50,000 miles, you might well be compromising the life of the engine.

Oil analysis The obvious advantage to extended drains is more uptime, an important factor since the truck’s not making any money unless it’s on the road. However there are some responsibilities that go along with an extended drain. John Gaither, PE, director of heavy duty engineering for Fram Filters, said, “One downside of extended drains is that it requires extra effort on the part of the fleet manager. We recommend

www.FleetEquipmentMag.com 45

Equipment Management using oil analysis regularly. Without the use of oil analysis, we do not recommend extended drains. Once you establish a safe drain interval for a particular engine, I like to see the fleet draw an oil sample halfway through the anticipated drain interval. Then another sample should be drawn at the drain interval.” On the topic, Donaldson engineers said, “There are few substitutes to the wealth of knowledge gained from regular engine oil analysis. From its chemical and particulate assessments, oil analysis can provide key information on the oil’s viscosity, it’s additive package status, the extent of wear debris, water content, oil acidity, particulate concentrations, and much more.” Gaither said, “We have a lot of fleets that install oil sampling ports on any equipment coming into service. Then, with the system pressurized the engine running, they can take a sample and the whole process doesn’t take but a minute. If you have to get the oil sample in some other manner, it can become a real nuisance. If you have an oil sampling port installed, we recommend using that port for all samples as opposed to catching oil as it drains from the sump during an oil change. I would very much like to see oil sampled from the exact same port each time.” Reputable oil analysis vendors are not difficult to find. Most filter manufacturers have an affiliation with at least one of the labs. The easiest thing to do though is to talk to your filter supplier or your oil supplier. In some cases the engine manufacturer can recommend one or do it themselves. The fleet manager has to recognize that, if the operating conditions change for a vehicle, he may well have to change the drain interval. Shell’s Arcy said, “If they’re running on flat land and the drain interval has been working fine at 40,000 miles, it may have to be shortened substantially if the truck is moved to operations in the mountains. In fact, if any of the parameters that were used to establish the original drain

46 September 2013 | Fleet Equipment

interval change, that drain interval is going to require reevaluation.”

Lube filters According to the Filter Manufacturers Council, there are filtration products currently available that are designed for extended oil drain intervals. While most filters do an excellent job in filtering, the trend of extending oil drain intervals two to three times the normal service interval has pushed the materials used in the manufacture of filters to the limit. Adhesives, rubber compounds, filter media and even the steel used in spinon filters needs to be designed to meet the extended period of time they are expected to be in service. Before considering an extended oil drain interval make sure the filter manufacturer will warranty their product when used in such a manner. Donaldson engineers also reference the Council’s Bulletin TSB-85-1R2 that says, “Under the federal MagnusonMoss Warranty Act, the Clean Air Act and general principles of the U.S. Federal Trade Commission Act, a manufacturer may not require the use of any brand of filter (or any other article) unless the manufacturer provides the item free of charge under the terms of the warranty.” Fram Filters’ Gaither said, “With regard to filter choice, you get what you pay for. What you want to find is a filter that is equivalent to or better than the original equipment filter. If you purchase filters from a reputable manufacturer, you know exactly what you can get. Any filter is going to work fine if you run standard change intervals. If, however, you’re going to utilize oil analysis and run extended drain intervals, a standard filter may or may not be what you want. Luber Finer recommends a full synthetic filter be used for extended drain service.” The media of a full synthetic filter is made of something other than natu-

ral fibers, which are usually cellulose. Conventional filter media has a high percentage of natural fibers. Synthetic fibers are typically polyester or fiberglass, which provides high temperature resistance and high strength for long drains. Such fibers increase filter efficiency substantially compared to filters using natural fibers without increasing pressure drop across the filter. According to Donaldson, one consideration worth noting is the choice of a lube oil filter designed with synthetic, wire-backed filter media. Such designs are far less susceptible to long term heat exposure, and often have superior particulate separation and hold capacity than do most cellulose-based filters. They are often the filter of choice to be coupled with extended drain intervals. Donaldson Endurance filters are just one such product. These filters are designed for extended oil drain programs for heavy-duty engines and use only synthetic media. According to the manufacturer, they have significantly lower restriction than conventional cellulose media filters. Extended oil drain intervals are not without risk, and the cost savings they offer should be balanced with engine performance, durability and reliability. With all of the factors affecting the engine oil, it is easy to see why OEM's have traditionally been conservative in setting recommended oil drain intervals. Stuart’s final advice if you’re going to utilize extended oil drain intervals, “Use good filters, crush them when you change them and dispose of the waste oil properly.” /

Rapid Response: 800-930-7204 ext. 54047

Before

After(market)

BY BYSETH SETHSKYDEL SKYDEL| |SENIOR SENIORCONTRIBUTING CONTRIBUTINGEDITOR EDITOR

Automated, automatic transmissions & integrated

powertrains

elivering fuel to gas stations throughout northern Virginia and the Washington, D.C., and Baltimore metropolitan areas, Fleet Transit’s fleet of 50 tractors is faced daily with some of the nation’s heaviest stop and go traffic. The company was looking for ways to lower maintenance costs, eliminate driveline problems and in-

48 September 2013 | Fleet Equipment

crease fuel economy, notes Ken Glover, maintenance supervisor. It also wanted to improve safety and enhance driver recruitment and retention. Today, Fleet Transit believes that is has found part of the answer for addressing all of those challenges in Allison automatic transmissions. Since

buying six Allison-equipped tractors in 2010, the company has added 16 more, including four in the first half of 2013. “With a manual transmission, our average fuel economy on those trucks is 6.2 MPG,” Glover relates. “On the Allison-equipped trucks it’s 6.7 MPG, an 8.1% improvement.” Glover also points out that the first

six of Fleet Transit’s Allison-equipped Mack tractors now have approximately 225,000 mi. With an average clutch life of 200,000 mi. and an average cost of clutch replacement at about $4,000, the company estimates it has saved $24,000 on clutches so far. Usher Transport, based in Louisville, Ky., specializes in short and midrange tanker loads with a fleet of 300 Freightliner and Volvo tractors. Due to the hazardous nature of most of those loads, notes Keith Judd, maintenance director, safety is a top priority when specifying new equipment. “The Eaton UltraShift PLUS transmissions that we are using are working very well in our safety and vehicle program,” Judd says. “With our loads, materials are always shifting, especially on hills. The added extra seconds that you get after releasing the brakes with the UltraShift PLUS transmission’s Hill Start Aid allows drivers to keep moving forward without having to worry about a car a few feet behind the trailer. Hill Start Aid and intelligent shift decisions allow drivers to focus on the road.” Usher Transport is now specifying Eaton UltraShift PLUS Linehaul Active

Shifting (LAS) automated transmissions. Along with safety, Judd adds, the fleet is also seeing as much as a half of a percentage point in fuel consumption improvement.

Range of offerings Those are two of many stories that point out the value that fleets are realizing by spec’ing automatic and automated transmissions, which are now available from a number of truck OEMs and component manufacturers.

Allison automatic transmission

Allison Transmission Allison Transmission, which offers a wide range of automatics for a vari-

ety of applications, recently rolled out its fifth generation electronic controls that are designed to match the latest vehicle electrical-electronic architectures. Featuring enhanced programming and a new bump lever selector design, the company notes the fifth generation controls enable optimal shift strategies for meeting fleet requirements. Embedded in the Allison control module, as well is a new inclinometer, which the manufacturer says improves its load based shift scheduling (LBSS) system’s performance by making the automatic selection between economy and performance shift schedules faster and more accurate. The new generation of electronic controls also provides two additional acceleration levels. Specific features of the fifth generation electronic controls are being rolled out throughout 2013.

Dash on a Mack Truck with mDrive automated transmission

www.FleetEquipmentMag.com 49

Before After(market) Detroit Detroit began production earlier this year of its DT12 automated manual transmission for the North American market. The DT12 is available exclusively in the Freightliner Cascadia equipped with a Detroit DD15 engine with ratings from 455 to 505 HP. Additional versions of the DT12 for the Detroit DD13 and DD16 engines will be released in late 2013 and 2014. The

DT12 includes features such as eCoast, which Detroit says maximizes fuel efficiency by allowing the vehicle to coast down grades at idle speeds, skip shift powertrain controls that automatically skip unnecessary gears and active driveline protection. Optional are a direct drive version while all models have three driving modes that drivers can select based on terrain and application.

Eaton Eaton UltraShift PLUS automated mechanical transmissions, available in overdrive and direct-drive models, feature new clutch technology and shift selection software that employs grade sensing, weight computation, and driver throttle commands. Eaton recently launched a new family of UltraShift PLUS transmissions designed specifically for Navistar. The 16-speed direct drive automated mechanical transmissions are designed with a small 17% step between gears. The UltraShift PLUS LSE (Linehaul Small-Step Efficiency) will be released initially with MaxxForce 13L engines on Navistar trucks and then with Cummins ISX (15liter) engines. Eaton has also added six new models to its lineup of UltraShift PLUS transmissions to complement newer low torque diesel engines. The additions include three new UltraShift PLUS Vocational Construction Series (VCS) and three new Vocational Multipurpose Series (VMS) transmissions.

Mack Trucks

Rapid Response: 800-930-7204 ext. 54050

Mack Trucks is offering the mDRIVE automated manual transmission designed to work with MP7 and MP8 engines in its Econodyne and MaxiCruise series. The mDRIVE has 12 forward and four reverse speeds and is available in direct drive or overdrive models. Available in Fleet and Premium packages, the mDRIVEâ&#x20AC;&#x2122;s customer-programmable parameters and functions include an Auto Neutral feature that shifts the transmission to neutral if the engine is turned off while still in gear, a Grade Gripper feature that holds the service brake until the throttle is applied, and Cruiseâ&#x20AC;&#x2122;n Brake, which limits engine brake operation while in cruise control until the target speed has been reached. Additionally, the MackCellerator feature allows the driver to raise engine RPM while automatically shifting to a lower gear.

Volvo Trucks Volvo Trucks has made its I-Shift automated manual transmission standard on all Volvo-powered trucks built for the North American market. The 50 September 2013 | Fleet Equipment

mation ensures the engine operates in its ‘sweet spot’ and the transmission is in the right gear at the right time.” Optimized powertrain design and engineering is critical at Daimler Trucks North America, notes Brad Williamson, manager, engine and component marketing. The DT12, he points out, is part of a complete line of components that also includes engines and axles, and fleets spec’ing an entire powertrain package can expect an even greater level of efficiency.

Detroit DT12 automated manual transmission

12-speed Volvo I-Shift averages 28% between gears and uses integrated sensors to identify load and road grade and place the transmission in the right gear for conditions. Available in six feature packages, I-Shift can be customized with skip shifting, Eco-Roll, which allows the transmission to disengage the engine in certain situations, and an Engine Brake Performance mode that selects a gear that maximizes retardation. There is also an idle driving mode cruise control enhancement that allows the engine to operate at idle without cycling the clutch or using the accelerator for use in congested traffic and when backing a trailer.

vehicle OEMs and transmission manufacturers. “Transmission and engine integration provides for the most efficient operation of the truck,” said Chris Stadler, product manager at Volvo Trucks. “The two-way conversa-

Integrated powertrains

tion that takes place between the transmission and engine has greatly enhanced drivetrain performance. This exchange of infor-

Automatic and automated manual transmissions are part of the latest integrated powertrain offerings from

Volvo automated manual transmission

“It’s what we refer to as balanced design,” says Kevin Flaherty, Mack’s senior vice president, sales and marketing. “Building trucks with integrated components means delivering trucks exactly fitted to customer applications. The entire vehicle is more reliable and performs better because each component is designed in concert with the others.” /

RESOURCES: Allison Transmission— www.allisontransmission.com Detroit—www.DemandDetroit.com Eaton—www.eaton.com Mack Trucks—www.macktrucks.com Volvo Trucks— www.volvotrucks.us.com

www.FleetEquipmentMag.com 51

Specs Fleet Profile BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Forward Meijer and its suppliers are benefiting from evaluating new vehicles, systems and components

David Hoover, Meijer director of outbound logistics

52 September 2013 | Fleet Equipment

thin

“Evaluating new systems and components for suppliers allows us to make informed decisions about where we see our fleet years down the road,” says David Hoover, director of outbound logistics at Michigan-based retailer Meijer. “Working with manufacturers, we can establish early on whether new technologies will lower our overall operating costs from fuel savings or reduced maintenance and improve safety.” Based in Grand Rapids, Mich., Meijer operates 203 supercenters and grocery stores throughout Michigan, Ohio, Indiana, Illinois and Kentucky. The company’s stores are served by a fleet of 170 tractors and more than 2,100 dry freight and refrigerated trailers, including 2010 through 2014 model year Freightliner Cascadia power units and trailers from Van-

guard, Utility, Wabash and Great Dane. “We look at a range of factors when we’re making purchasing and specification decisions,” Hoover states. “Beyond price, we evaluate total cost of ownership. We consider fuel efficiency and environmental impact, potential productivity improvements from new products, component durability, safety of drivers and the public and current and future regulations that will impact our operation. Additionally, we use input from our drivers and technicians about previous specs and what they think of new offerings.” Manufacturer and dealer support are also important to Meijer, Hoover notes. “If you wait for new technology to arrive and haven’t prepared prior to its arrival, then be prepared

Meijer Tractor Specifications Model: Freightliner Cascadia Evolution Day cab; 113-inch BBC, Fuel Efficiency Package 1.22, Virtual Technician Wheelbase: 65 in. Engine: Detroit Diesel DD13, 410 HP @ 1800 RPM Transmission: Eaton Fuller FM-14E310B-LAS UltraShift Plus Driveshafts: Meritor; RPL25 main, RPL20 interaxle Front Axle: Meritor MFS-12-143A, 12,000lb. Front Suspension: taperleaf Power Steering: Sheppard HD94 Rear Axle: Meritor MT-40-14X; 40,000-lb., 2.47 ratio Rear Suspension: Freightliner Airliner Wheel Seals: SKF Scotseal Plus XL

nking

Brakes: Bendix ADB22X-V air disc ABS: Meritor WABCO 6S/6M; hill start, auto traction control Wheels: Alcoa; 22.5x8.25, 10-hole, hub-piloted Tires: Michelin; 275/8R22.5 XZA3+ steer, 445/50R22.5 X-One XDN2 drive 5th Wheel: Jost JSK36, air slide Air Compressor: Bendix BA-921, 19.0 CFM

for impending disaster,” he says. “Get your technicians trained to service equipment before it arrives by making sure your dealership is ahead of the game and is scheduling factory training for your staff and their own mechanics. Internally, put laptops and software capable of diagnosing equipment in place and get your IT department involved early on as it can take months to prepare a network.”

Ongoing involvement Meijer’s current fleet and its specifications are partly the result of the company’s ongoing involvement with manufacturers, and in some cases, its willingness to evaluate new technologies before they are on the market. Prior to buying its first Freightliner Cascadia tractors in

2010, Meijer worked with the OEM to test the new model. Likewise, it was able to evaluate pre-production Evolution versions of the tractor in 2013 and Evolution models for 2014. Currently, the company is operating 2016 model year prototypes and is planning to test a CNG-powered version of the Cascadia in the future. The adoption of clean diesel technology at Meijer was also preceded by several evaluations. “It was challenging and exciting to be one of the first fleets in North America to operate both 2010 and 2014 clean diesel trucks,” Hoover states, “but we’re now benefitting from a substantial increase in fuel economy. “Our fleet is also playing a big role in helping Meijer meet its strong environmental commitment,” Hoover

Air Dryer: Meritor WABCO SS-1200+, integral governor and heater Air Cleaners: WABCO Oil Coalescing Fan Drive: Bendix 273-049 variable speed Coolant Pump: Visctronic 270-020 HDEP variable speed Batteries: (3) Alliance Model 1231; Group 31, 3375 CCA Starter: Delco Remy 39MT+ HD/OCP Alternator: Delco Remy; 160 amp, 28SI Block Heater: Phillips Temro 1500 watt Fuel Heater: Davco 482 Mirrors: bright finish heated, integral convex LH and RH remote, rain deflectors Lighting: LED Seats: High back air suspension driver Fuel Tanks: duel aluminum, 60-gal. Paint: White Elite www.FleetEquipmentMag.com 53

Aftermarket Insights adds. “Today, our tractors produce about the same emissions as just four tractors would have a few years ago. We are proud that we have one of the cleanest and most fuel efficient fleets in the country.” Other ongoing evaluations at Meijer aimed at enhancing fuel economy and safety include those for automated transmissions from Eaton and Detroit, and for pre-production tires made up of different rubber and tread compounds from Michelin. Based on past testing, a large portion of the tractors and trailers in the fleet are now equipped with air disc brakes. Currently undergoing testing at Meijer is the SAF-Holland AutoPosiLift automatic axle lift system. Designed for varying load operations, the Auto-PosiLift reads air spring pressure and determines whether to automatically raise the trailer’s front axle when it senses that only one axle is necessary to carry the load. “We don’t have consistent payloads,” Hoover explains. “In our business, when a trailer returns from the store it has pallets and other light items on it. We run some loads in Michigan—carrying milk, for example —that leave our facility at 90,000 lbs. and return at 5,000 lbs. Other loads can vary from 19,000 to 80,000 lbs.; so it doesn’t make much sense to have all the axles on the ground if you can lift them, still meet axle weight limits, save wear and tear, and improve fuel economy.”

Eliminating issues Rapid Response: 800-930-7204 ext. 54054

Meijer, Hoover points, is a preferred test fleet for suppliers in part because its tractors return to a company facility every day. “The process is a twoway street,” he advises. “Don’t be afraid to call a manufacturer when you’re not getting results and don’t live with a problem when you find it. Get the engineers in to eliminate the issue on existing and future models. “Manufacturer and dealership support is critical to addressing issues,” Hoover continues. “We benefit from those relationships because they can apply what they learn from evaluating 54 September 2013 | Fleet Equipment

Trailer Specifications Models: Vanguard, Utility, Wabash, Great Dane; dry and refrigerated Length: 53 ft. Landing Gear: Jost A450.G3.17 Magnum Axles & Suspension: Hendrickson HKANT 46K, Intraax AAL23K; Surelok Oil Seals: Federal Mogul 5-star Brakes: Bendix air disc ABS: Meritor WABCO 4S/2M Spring Brakes: Tramec Tires: 445 / 50R22.5 Michelin X-One XTE LRL Wheels: Accuride aluminum Lighting & Electrical: Truck-Lite, Phillips; LED our equipment and make changes based on our actual use of a product. There is definitely long term value for us in having manufacturers make specification recommendations and fine tune test technologies to match our duty cycle.” Meeting needs is what Meijer is all about, Hoover adds. The familyowned retailer opened its first store in 1934 when Hendrik Meijer, a barber in Greenville, Mich., purchased merchandise on credit and opened Meijer’s Grocery to serve customers who visited his shop. Recognized as a pioneer of the “one-stop shopping” concept, Meijer stores have evolved through the years to include expanded produce, meat, apparel and electronics departments, as well as pharmacies and garden centers. Fulfilling needs has been a hallmark of Meijer for almost 80 years, a practice and a philosophy that extends to the company’s fleet operation in many ways. /

Rapid Response: 800-930-7204 ext. 54055

Truck Products Racor rolls out fuel filter/water separator The Racor Division of Parker Hannifin Corp. introduced the FBO fuel filter/water separator. Available in two sizes, the FBO is designed for high-flow applications from 10 to 75 GPM, as a primary fuel filter/water separator on diesel engines or for bulk fuel handling and transfer. FBO assemblies can also be used on mobile refueling units. Features of the FBO fuel filter/water separator include a locking ring collar that rotates the bowl assembly for easy maintenance and filter changes, a die cast aluminum head and a steel filter bowl, manual drain and vent valves, a sight glass and Viton seals for compatibility with various fuel types. The assembly is offered with a choice of a water separator, silicone treated filter or a water absorber to meet specific filtration needs and a wide selection of accessories, including an optional electric heater. Racor www.parker.com Rapid Response: 800-930-7204 ext. 54150 www.FERapidResponse.com

Spectra Premium’s eCatalog is now mobile-friendly With vehicle, part number and interchange search capabilities, the mobile version can be accessed from any Smartphone for an instant access in the palm of your hand. Similar to the desktop version, multiple view images, part specific technical information and videos can also be accessed. No application to download. Visit ecat.spectrapremium.com. Spectra Premium ecat.spectrapremium.com Rapid Response: 800-930-7204 ext. 54151 www.FERapidResponse.com

Baldwin Filters New Supplier to Speedco Baldwin Filters entered a strategic partnership to supply filtration products to Speedco locations across the United States. Speedco operates a nationwide network of more than 50 quick lube and tire service locations for the trucking industry, serving both owner-operators and fleets. Baldwin’s full line of lube, fuel, air, coolant and hydraulic filters will be available at all Speedco locations. Baldwin Filters, a Clarcor company, produces more than 6,000 lube, air, fuel, hydraulic, coolant and transmission filtration products for most applications, and can be purchased from distributors worldwide. Baldwin Filters www.baldwinfilter.com www.FERapidResponse.com/54152

56 September 2013 | Fleet Equipment

Oliver Rubber introduces SmartWay-verified dual drive retread Oliver Rubber, provider of products and services to the tire retreading industry, announced the launch of the Vantage Max Drive, an EPA Smartway-verified drive position retread for line-haul applications. This new retread is designed for single and tandem axle tractors. The Vantage Max Drive is Oliver’s first Smartway verified dual drive tread. According to the company, this retread provides both long mileage and increased fuel savings for fleets seeking the best attributes from their retreads. The Vantage Max Drive, at 19/32nds of tread depth, is available in four sizes: 205; 210; 220; and 230. Oliver’s proprietary compounding delivers low rolling resistance, increased fuel savings and excellent treadwear. It is the third retread in the Vantage family, which also includes Trailer II and Drive. All use Oliver’s exclusive VDI plus feature that acts as a visual depth indicator, helping to enforce pull points while also resisting the retention of road debris. All Oliver retreads carry a national warranty to 2/32nds of tread depth. Oliver Rubber www.oliverrubber.com Rapid Response: 800-930-7204 ext. 54153 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 54057

Truck Products Alliance Truck Parts launches new coolant, antifreeze products Alliance Truck Parts added nitrite-free organic additive technology (OAT) and nitrited organic additive technology (NOAT) extended life coolant/antifreeze products to its coolant line. Specially formulated for severe-duty applications, these new coolants are designed to further reduce the total cost of ownership for truckers by improving heat transfer and water pump seal life. Both OAT and NOAT are specifically formulated to meet requirements of today’s technologically advanced heavy-duty engines and are compatible with all quality coolants, the company said. The OAT extended life coolant is designed to provide extreme long-term wet sleeve liner cavitation and corrosion protection of all cooling system components. It carries a 1,000,000 mi./20,000 off-road hours guarantee. Alliance NOAT extended life coolant is also designed to provide effective long-term wet sleeve liner cavitation and corrosion protection of all cooling system components and is available in full strength and 50/50. It is good for 750,000 mi./15,000 hours with top-off as needed, the company added. Alliance Truck Parts www.alliancetruckparts.com Rapid Response: 800-930-7204 ext. 54154 www.FERapidResponse.com

Ideal Engineers unveils smart clamp Ideal Clamp Products Inc., designer and manufacturer of Ideal-Tridon brand worm gear, hose and specialty clamps, announced the launch of a new product, SmartSeal. SmartSeal is a worm gear clamp featuring the patent-pending SmartLiner, a self-compensating spring liner that forms a steady 360º seal in response to changing temperatures and vibrational movement. The trough-shaped design creates higher-pressure loading compared to conventional worm gear, increasing resistance against leaks. SmartSeal is currently available in sizes covering clamping ranges from 26 to 148. Ideal Clamp Products Inc. www.idealclamps.com Rapid Response: 800-930-7204 ext. 54155 www.FERapidResponse.com

HOLLAND FWAL fifth wheels available on all Class 8 trucks Rapid Response: 800-930-7204 ext. 54058

SAF-HOLLAND announced that its exclusive HOLLAND FWAL aluminum fifth wheel is available at all Class 8 OEMs for online installation.Approved for all on-highway standard-duty applications, the FWAL is the world¹s lightest weight and only aluminum standard-duty fifth wheel. Combining proven HOLLAND fifth wheel engineering and advanced ALCOA aluminum forging technology, the FWAL is up to 100 lbs. lighter than competitive fifth wheels, without sacrificing durability or reliability, the company said. Featuring LowLube technology, the FWAL includes a grease-free top plate surface that is equipped with steel reinforced lube plates for superior wear and peel resistance. / SAF-HOLLAND www.safholland.us Rapid Response: 800-930-7204 ext. 54156 www.FERapidResponse.com

58 September 2013 | Fleet Equipment

Rapid Response: 800-930-7204 ext. 54059

Trailers

Bodies

East Manufacturing introduces all-aluminum flatbed trailer East Manufacturing introduced its new all-aluminum flatbed trailer with narrow-neck design, which comines its new flatbed trailer with Sliding Systems Inc. (SSI) all-aluminum Curtainside unit. The SSI Curtainside is designed to haul freight heavy enough for a flatbed with the load capacity and enclosure of a van. The newly-designed, 8-in. neck on the East aluminum flatbed offers the same durability, strength and payload of the East BST Aluminum Flatbed Trailer along with the ability to be equipped with an enclosure, providing more load versatility and protection. The van configuration of the new all-aluminum flatbed trailer has a 106-in. clear height just 4 in. short of a van and 101-in. inside load width. It also accommodates up to 50,000 lbs. concentrated load in 4 ft. on a 48-ft. spread axle trailer. The flexibility of the curtain side offers load access from both sides as well as the rear door, the company added. East Manufacturing www.eastmfg.com Rapid Response: 800-930-7204 ext. 54160 www.FERapidResponse.com

Keep your lights on with IPA's Towing Maintenance Kits

Rapid Response: 800-930-7204 ext. 54060

The Towing Maintenance Kits available from IPA are designed to quickly test and clean connectors and terminals for trucks, the company said. Each kit contains a vehicle side circuit tester, patented male and female connector cleaners and a 2 ml tube of DeoxIT Cleaner. With four models available,the kits offer a unique and effective method to ensure continuity on any type of trailer connection and include a specialized circuit tester for vehicle side circuit testing. It verifies continuity to the taillights, backup lights, turn signals, 12V and electrical brakes from the plug while diagnosing malfunction. / IPA ipatools.com Rapid Response: 800-930-7204 ext. 54161 www.FERapidResponse.com

60 September 2013 | Fleet Equipment

Shop Equipment Kiene Diesel adds clutch caddy adapter A new clutch caddy adapter for the Eaton UltraShift Plus is available from Kiene Diesel Accessories, the company announced. The 14th and newest adapter for the multi-task Clutch Caddy, the CC2065, is designed for a 14 fine spline alignment shaft to allow a single technician to safely remove and install the Eaton UltraShift Plus clutch, the maker added. Kiene Diesel www.kienediesel.com Rapid Response: 800-930-7204 ext. 54170 www.FERapidResponse.com

Mohawk Lifts launches mobile website Mohawk Lifts, manufacturer of above ground vehicle lifts ranging from 6,000 to 240,000 lbs., launched a mobile version of the Mohawk Lifts website. The mobile websites provides customers with the same information as the regular Mohawk Lifts site and has been optimized for browsing without a mouse and keyboard. According to the company, analytics show that traffic coming from mobile devices is increasing, according to Mohawk Lifts. Creating the mobile site will allow access to Mohawkâ&#x20AC;&#x2122;s products at night and on weekends, when people may not be in front of a computer.The mobile site will automatically display when www.mohawklifts.com is accessed from a mobile device. Mohawk Lifts www.mohawklifts.com Rapid Response: 800-930-7204 ext. 54171 www.FERapidResponse.com

Stertil-Koni announces research on next generation in-ground lifts

Rapid Response: 800-930-7204 ext. 54062

An analysis by Stertil-Koni is revealing the growing use of next generation vehicle lifting technology, especially eco-friendly inground lifts, at truck maintenance facilities. According to the company, technological advancements in hydraulic vehicle lifting systems, which combine to measurably improve performance, environmental containment and safety, have been driving the change. As an example, Stertil-Koni points to its recently introduced Diamond Lift, a 96,000-lb. capacity telescopic piston lift. The liftâ&#x20AC;&#x2122;s piston rods are hard-chrome plated for protection against corrosion and wear. Further, the lift utilizes biodegradable oil and the upper portion of the steel containment is hot galvanized, which provides corrosion resistance at floor level, according to the company. In addition, the containments are coated internally and externally to safeguard against corrosion and electrolysis while prohibiting hazardous fluids from entering the shop environment. Stertil-Koni USA Inc. www.stertil-koni.com Rapid Response: 800-930-7204 ext. 54172 www.FERapidResponse.com 62 September 2013 | Fleet Equipment

Ranger introduces new automatic DataWand balancer

Rapid Response: 800-930-7204 ext. 54173 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 54071

Ranger Products, a division of BendPak Inc., is bringing another new wheel balancer to market. The Ranger DST64T is equipped with revolutionary DataWand and inner data set arm allowing operators to quickly and automatically enter wheel parameter settings in less than three seconds for exact balancing every time. A softtouch keypad and display panel includes dynamic, static and variable alloy settings and features dynamic tire and wheel graphics to help guide technicians through balancing procedures. A weight optimization feature automatically calculates the minimum amount of weight needed to achieve an optimal balance so shops use less weight and increases profits. BendPak Inc./Ranger Products www.bendpak.com

Grote's Trilliant LED mountanywhere work lamp

According to Grote, the work lamp's rugged mechanical design ensures consistent performance and long life in the harshest environments, while the small size, combined with tough construction, allows mounting in places where larger or less rugged lamps cannot fit or survive. Its circuit design provides electronically quiet operation; protects against EMI without interfering with other electronic devices. The product family includes far and near pattern flood designs, each with a choice of pinch or pedestal mounting, the company added. / Grote Industries www.grote.com Rapid Response: 800-930-7204 ext. 54174 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 54063

A 3-in. diameter Grote Trilliant LED work lamp that offers new mounting flexibility has been added to the companyâ&#x20AC;&#x2122;s product line. The T26 LED work lamp produces over 1400 lumens and uses only 17.5 watts across ten to 48 volts.

Dean Martin, Publisher dmartin@babcox.com 330-670-1234, ext. 225 Doug Basford dbasford@babcox.com 330-670-1234, ext. 255

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

Bobbie Adams badams@babcox.com 330-670-1234, ext. 288 Glenn Warner gwarner@babcox.com 330-670-1234, ext. 212

Rapid Response: 800-930-7204 ext. 54201 www.FEapidResponse.com

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John Zick jzick@babcox.com 949-756-8835

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

Rapid Response: 800-930-7204 ext. 54202 www.FERapidResponse.com

Classifieds

64 September 2013 | Fleet Equipment

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ENGINE OIL DRAIN VALVE

Classifieds

DRAIN YOUR ENGINE OIL WITH THE TOUCH OF A FINGER

FUMOTO www.FumotoUSA.com Fumoto Engineering of America

(425) 869-7771

Rapid Response: 800-930-7204 ext. 54205 www.FERapidResponse.com

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

Rapid Response: 800-930-7204 ext. 54210 www.FERapidResponse.com

NO Steel Balls NO Sands or Oils NO Prebalancing

For Fleet Pricing Contact your local dealer or

Sun-Tech Innovations

www.BalanceMasters.com

Call now to order or to receive a free 2013 catalog 1-800-434-5141 www.autobodysupplies.com Rapid Response: 800-930-7204 ext. 54209 www.FERapidResponse.com

Need Reprints? Call Kelly at 330-670-1234, ext. 284 66 September 2013 | Fleet Equipment

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Afton Chemical Corporation 43 Alcoa Wheel Products 39 ATA 59 BendPak 63 BendPak Insert Betts Co. 38 Campbell Hausfeld 18 CARQUEST Auto Parts 57 Carrier Transicold 31 Coxreels 62 Eaton Truck Components 2-3 Espar Products 22 Espar Products 23 Espar Products 26 Federal Mogul/National BCA 20 Federal Mogul/National BCA 21 FuelDefend Global Ltd 58 Fuso Truck 7 Gabriel 47 Hankook Tire America Corp 11 Hendrickson 29 Kenworth Truck Co 5

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Kit Masters 60 Luber-Finer 28 Marangoni North America Cover 3 Meritor Inc 27 Mitchell 1 55 Mohawk Lifts 63 NAPA 1 Old World Industries 9 Penray 41 Peterbilt Motor Co Cover 4 ProDiesel 50 SAF-Holland, Inc. 13 Saf-tee 67 Sherwin-Williams Company 15 Tenneco/Monroe Commercial Vehicle 54 Thermo King Corp 25 TMW Systems 35 VDO RoadLog 40 WEBASTO 24 Wix Filters 16 Wix Filters 17

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(330) 670-1234 Ext. 225 About Advertising Opportunities! FLEET EQUIPMENT (ISSN 0747-2544) September 2013, Volume 39, Number 9): Published monthly by Babcox Media, 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Fleet Equipment, 3550 Embassy Pkwy, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 288, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid Subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Fleet Equipment, P.O. Box 75692, Cleveland, OH 44101-4755. VISA, MasterCard or American Express accepted. Founded in 1974. © 2012 by Babcox Media, “Fleet Equipment” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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PostScript Reman ECUs: Better than new On a recent trip to the Detroit Diesel Remanufacturing LLC (Detroit Reman) facility in Hibbing, Minn., Fleet Equipment had a chance to see first-hand how engine electronic computer units (ECUs) are remanufactured. Unlike other vehicle component remanufacturing facilities such as those that remanufacture engine blocks, axles and transmissions, etc., this electronic reman facility was smaller, quieter, extremely clean—and free of dust and anything that might cause an electrical interference. Highly-skilled workers disassemble and reassemble ECU circuit boards and other parts with precision and accuracy. In the cases where the ECUs are from legacy equipment, they are redesigned —sometimes using reverse engineering—and upgraded to current specs, which actually makes them better than the originals.

Detroit Genuine Parts products include electronics, engines, turbochargers, fuel injectors, cylinder heads, water and oil pumps, diesel particular filters, axles, transmissions and more. According to the company, more than recycling, the remanufacturing process recovers the value in existing manufactured goods to restore them to original or better condition. In addition, remanufacturing dramatically lowers the total cost of ownership by giving manufactured assets a second life and creating a sustainable business model. /

Rapid Response: 800-930-7204 ext. 54069

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