Work Truck Magazine November/December 2011 by Bobit Business Media

EXTENDING DUTY CYCLES

PAGE 26

THE RESOURCE FOR MANAGERS OF CLASS 1-7 TRUCK FLEETS

MD TRUCK SUSPENSIONS

PAGE 36

NEW TRUCK FUEL STANDARDS

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WWW.WORKTRUCKONLINE.COM NOVEMBER/DECEMBER 2011 VOL. 5 NO. 6

THE ‘GREENING’ OF

KENWORTH

OPTIMIZE POWERTRAIN PERFORMANCE GAS OR DIESEL: WHICH WORKS BEST FOR YOUR FLEET? FIND THE RIGHT PICKUP: 15 FACTORS TO CONSIDER

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IN THIS ISSUE

NOVEMBER/ DECEMBER 2011 VOLUME 5 ISSUE 6

Features 14 THE ‘GREENING’ OF KENWORTH Factors stimulating fleet interest in CNG- and LNG-powered trucks include higher diesel prices, stringent environmental rules, and corporate sustainability initiatives. Currently, there are 112,000 natural gas vehicles (NGVs) in the U.S., and the number is growing.

18 SPEC’ING MEDIUM-DUTY POWERTRAINS FOR OPTIMUM PERFORMANCE There are 13 questions that should be asked to avoid the risks associated with spec’ing powertrains to achieve the right balance.

22 PROS AND CONS OF GAS VS. DIESEL IN CLASS 3-4 TRUCKS Choosing between gasoline- or diesel-powered trucks requires striking the right balance between performance, fuel efficiency, and budget.

26 SMART STRATEGIES FOR EXTENDING MEDIUM-DUTY TRUCK REPLACEMENT CYCLES In today’s uncertain economic times, it is not unusual to push out truck replacement cycles. While an attractive short-term tactic, fleet managers need to be aware of the long-term consequences.

32 15-POINT CHECKLIST: HOW TO SELECT THE RIGHT PICKUP FOR THE JOB

Whatever the job, there is probably a light-duty pickup truck that can be spec’d to fit the bill.

36 ALL ABOUT MEDIUM-DUTY TRUCK REAR SUSPENSIONS

Departments

When developing a suspension specification, it’s important to determine what attributes are most important to the application.

4 ON THE WEB 6 MAIL STOP 8 TRUCK NEWS ■ ■

Hybrid Medium & HD Truck Sales Increase Coca-Cola Charges Toward Greener Fleet

12 TRUCK STATS ■

Digging Deeper into This Issue

38 TRUCK PRODUCTS ■ ■

Warm Weather Atlas DEF Dispenser Powerblanket Surface Heaters

40 END OF FRAME ■

Pros & Cons of New MD & HD Truck Fuel Standards

36 WORK TRUCK MAGAZINE (CDN IPM# 40013413) is published bi - monthly, by Bobit Business Media, 3520 Challenger Street, Torrance, California 90503-1640. POSTMASTER: Send address changes to Work Truck P.O. Box 1068 Skokie, IL 60076-8068. Please allow 8 to 16 weeks for address changes to take effect. Please address Editorial and Advertising correspondence to the Executive Offices at 3520 Challenger Street, Torrance, California 90503-1640. The contents of this publication may not be reproduced either in whole or in part without consent of Bobit Business Media. All statements made, although based on information believed to be reliable and accurate, cannot be guaranteed and no fault or liability can be accepted for error or omission.

2 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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bad habits. It’s like having a professional “ride along,” every trip, every mile. INSIGHTFUL WEBSITE AND EMAIL REPORTS Managers and drivers can log in to the GreenRoad Central website to see performance scores and trip details. GreenRoad can even send drivers a weekly email showing their safety score and recapping their performance. GreenRoad reports and email alerts show managers who’s driving “Yellow” or “Red” so time can be focused on the drivers who need the most help. FUEL SAVINGS, LOWER CRASH RATES, REDUCED MAINTENANCE COSTS With GreenRoad, you can save up to 10% or more on fuel costs and see your crash rates reduced at least 50%. Customers also report lower maintenance bills and even signiﬁcant savings on insurance premiums. PROVEN RESULTS – POSITIVE ROI WITHIN 3 MONTHS!

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what you’re reading www.worktruckonline.com w What’s We’re Blogging About

the 5

WORKTRUCKONLINE.COM TOP 5 MOST POPULAR STORIES AS OF OCT. 10, 2011

CATERPILLAR & NAVISTAR ANNOUNCE PLANS FOR NEW COE VOCATIONAL TRUCK

The next stage in the relationship that started back in June of 2008.

GM CONFIRMS NEW CHEVROLET COLORADO PICKUP FOR U.S.

The first version of the truck is launching this month in Thailand.

MARKET TRENDS By Mike Antich www.worktruckonline.com/ blog/markettrends.aspx

ANTICH

September 30 Pros & Cons of New Medium- & Heavy-Duty Truck Fuel Standards September 13 Resale Values Forecast to Decline 10-15% by 2014 as Used-Vehicle Supply Increases

GM WILL SELL COMMERCIAL CNG BI-FUEL PICKUP IN 2012

September 2 Modifying Driver Behavior: The ‘Last Mile’ in Greening a Fleet

The vehicles will be covered by GM’s three-year, 36,000-mile new vehicle lilmited warranty and five-year, 100,000-mile limited powertrain warranty and vehicle emissions warranty.

August 16 Vehicle Remote Starting and Door Unlocking Can be Hacked CHATTY CHASSIS

FORD OFFERS 36-GALLON FUEL TANK ON F-150 ECOBOOST 4X4

By Lauren Fletcher www.worktruckonline.com/ Blog/Talking-Truck.aspx

The powerful pickup can now drive nearly the entire length of California – from Oregon to Mexico – on one tank of gas. FLETCHER

FORD LAUNCHES HEAD-TO-HEAD COMPARISON WEBSITE FOR PICKUP BUYERS

Go to worktruckonline.com/Channel/Vehicle-Research for more information!

THE FLEET CHANNELS Industry Trendss

Telematics

Safety

Remarketing

Fuel

Use the navigator on the WorkTruckOnline.com home page to browse the latest articles from the channels. Enter a channel to view in-depth news, articles, tools, calculators and more related to that specific topic. November/December’s Web Channel Highlight: SAFETY Targeted news and advice on the Safety and Risk-related issues critical to fleet management. Extensive coverage of safety news, product reviews, cost calculators, accident management, driver training and comprehensive archives. ▲ Calculating Commercial Vehicle Weight Distribution & Payload Made Easy ▲ Checked Your Lug Nuts Lately? ▲ How to Increase Truck Fleet Safety ▲ How You Can Minimize Distracted Driver Liabiity Exposure ▲ How to Predict & Address At-Risk Driver Behaviors

September 21 Hitting the Road: Looking Forward to the Green Fleet Conference August 31 Protect Your ‘Back Seat’ August 3 What Happened to All of the Good Drivers? FLEET BLOGS The Voice of the Fleet Community (www.fleetblogs.com)

October 5 Sustainability All-Stars by Joseph Thompson September 30 Will You Still Have a Job? by Mike Wade September 28 Subvert the Dominant Paradigm by Gary Lykins September 26 New Trucking Technology Hits the Road Soon by Kate Harland September 26 Real Life Situations, Real Life Application by Mark Roberts Interested in starting your own blog? Go to www.fleetblogs.com for more information

4 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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“The difference between BusinessLink dealers and other dealers is the product knowledge. And the support. We work together to bring the best product to the customer.” Warren Mason, Director of Sales and Marketing Harbor Truck Bodies, Brea, CA

Making sure his customers get the right trucks the first time is important to Warren Mason. “If a general contractor comes in looking for a specific truck to carry a certain amount of weight, the BusinessLink dealer is more educated about what truck to put him in.” An upfitter and manufacturer of quality service bodies, Harbor Truck Bodies invites BusinessLink dealers to monthly training courses with product vendors. “A gentleman from BusinessLink asked us how we could work closer to make sure we’re doing the best job that we possibly can for our end user. I thought that was just great.” BusinessLink helps small business owners control costs, save time and avoid hassles with advantages like priority next-available bay service, extended hours and options for free loaner vehicles. For Warren, BusinessLink dealers are a very important link. “We try to steer customers to the folks who we feel can take care of them best.” See why businesses choose BusinessLink. Watch a BusinessLink video featuring Warren on your smartphone. Download the Microsoft Tag Reader app at http://gettag.mobi and capture a photo of this tag. 2011 Ram Chassis Cab BusinessLink Commercial Finance Provider

Got a BusinessLink story of your own? Send it to facebook.com/ramtrucks and you may be featured in our next ad!

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Ally is a registered trademark. © 2011 Ally Auto. All rights reserved. BusinessLink, Chrysler, Jeep, Dodge, Ram and Mopar are registered trademarks of Chrysler Group LLC. ©2011 Chrysler Group LLC. All rights reserved.

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LETTERS TO THE EDITOR One DOT Violation Should Equal One Citation

pon reading the End of Frame editorial in the September/October issue, the second example strikes home with a recent, similar situation. (See End of Frame editorial entitled, “A Double Whammy for Truck Fleets: Ticket ‘Inflation’ and ‘Malicious Compliance.’ ”) Several months ago, one of my drivers was stopped by an enforcement officer. (Generally regarded as a DOT enforcement officer, but it would be unfair to “paint everyone with the same brush.”) It was unclear why the vehicle was stopped as there were no visible deficiencies; however, the officer began the inspection of the vehicle, driver, and paperwork. He tilted the hood, looked at the left front brake chamber and slack adjuster. He neither asked the driver to apply the brakes, nor did he take any measurement of how far the plunger moved. Eventually, he wrote my driver three citations for faulty brakes and two for paperwork. After reviewing the paperwork of my driver, I concede the officer was correct with the first two violations regarding paperwork. However, regarding the brake violations, the officer indicated three citations for the same violation. This is nothing more than “piling on” and he simply relied on “a general visual inspection” instead of actual measurements. This is most interesting, as the day previous, the truck had all of the brakes inspected and adjusted. The truck was taken to the shop the next day — all the brakes were inspected again — and no problems were identified. I have scheduled a court date to challenge these citations — we will see how this plays out. This illustrates two major challenges that many fleet managers with DOT responsibilities have seen a significant increase within the past several years: ■ Due to many overlapping regulations, and especially the “latitude” of interpretation afforded to enforcement officers, many violations can be “cited” in a variety of different ways. The bottom line is that one violation deserves one citation, not two or three from different angles. ■ It is very frustrating to deal with a very wide degree of “education” by federal DOT officers. It gets more frustrating when dealing with each layer of state and local municipal law enforcement officers whose training and understanding of very complex DOT rules and regulations is a recipe for significant misunderstandings. In many states, the state agency charged with motor carrier enforcement may have significant different interpretations, as well as the

levels of enforcement, from one part of the state to the other. The comprehension and application of the basic elements by local and municipal officers can be very scary, troubling, and ffrustrating. ■ Within the past several years many sstate and municipal governments have ddiscovered that fines originating from motor carrier enforcement are anothm eer easy way for general “revenue enhancement,” regardless if they really h kknow what the officers are really doing. What adds to the level of frustration is W that many citations are out of state or at th least several hours away, which makes it le challenging, if not impossible, to fight. ch When improper citations occur, severW al things happen: 1. The carrier often pays several hundred dollars unnecessarily — thereby adding to the overall cost of operations. 2. The driver gets “dinged” with potential violations on his or her state driving record and certainly a two-year “mark” on his or her DOT record. 3. The carrier gets a two-year “mark” on its DOT rating. A few of these can spell big trouble and ultimately lead to an onsite audit, which can be worse than an IRS audit. 4. There is a method of challenging and correcting erroneous citations, but this is neither easy nor successful. Please don’t misunderstand me. The DOT is charged with ensuring the safe operation of commercial vehicles by employees. All of us have the responsibility to our company, our employees, and the general public to ensure all federal, state, and local laws are not only satisfied, but also exceeded. We must take all steps necessary to prevent any and all violations. I applaud U.S. DOT Secretary Ray LaHood for taking a much stronger stance, especially in the wake of a rash of motor coach (bus) accidents during the past 16 to 24 months or so, most including multiple fatalities. Many carriers have been simply skating by and paying fines as needed, without taking corrective actions, viewing it as the cost of doing business. However, with the deployment of the CSA in November 2010, long overdue accountability is now in place. This spring, the first round of letters was issued by the DOT to carriers who had scores in excess of the thresholds established by the Department. It will be interesting to see “the next steps” that will be taken by the DOT if scores do not improve by the carriers who received letters. Author wished to be anonymous

6 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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Another Form of Tax I read the editorial in the September/October issue entitled, “A Double Whammy for Truck Fleets: Ticket ‘Inflation’ and ‘Malicious Compliance’ ” and wanted to share my own experience. California is making ½-, ¾-, and 1-ton trucks with bolt-on, take-the-bed-off service/utility bodies go through the weigh stations. These trucks are primarily used by sole-proprietor tradesmen, such as A/C repairmen, plumbers, and telephone repair trucks. If these drivers don’t wait in the long line, they will get a ticket for avoiding the weigh station. If the truck is overloaded, then they are issued an additional ticket. This is just another form of TAX. Submitted via e-mail by R. Johnson

Living with a Regulationsand-Rules Government The editorial in the September/ October issue is another example that the “land of the free” is losing its freedom. (See End of Frame editorial entitled, “A Double Whammy for Truck Fleets: Ticket ‘Inflation’ and ‘Malicious Compliance.’ ”) Be sure to get to the voting booth for the November 2012 election. Our representative government is fast becoming a regulations-andrules government. Government, at all levels, is extending its control over the citizens beyond reason. Your first selection when voting is to elect people who discuss individual freedom first. Submitted via e-mail by F. R. Carr

Viewed as a Punishment and not a Revenue Opportunity Unfortunately, our elected officials have gotten the impression that the people they should be representing want them to keep doing what they’re doing — they just need to find more ways for us to pay it. (See End of Frame editorial in the September/October issue en-

Vol. 5 No. 6 Publisher Sherb Brown Editor/Associate Publisher Mike Antich mike.antich@bobit.com Managing Editor Lauren Fletcher lauren.fletcher@bobit.com Senior Editor Grace L. Suizo grace.suizo@bobit.com Associate Editor Chris Wolski chris.wolski@bobit.com Web Editor Greg Basich greg.basich@bobit.com Production Director Kelly Bracken

titled, “A Double Whammy for Truck Fleets: Ticket ‘Inflation’ and ‘Malicious Compliance.’ ”) However, this situation should give us an opportunity. If we, as an industry/market/constituency, act in a concerted effort, we might start getting our message across that “fines” are understood to be a punishment, not a revenue opportunity. Submitted via e-mail by J. R. Buzzell

Costly to Find Ways Around SCR Systems In response to the Chatty Chassis Blog, “Navistar Files Another Suit Against EPA,” trucks are already running on the road with the “regen” systems removed that were required for the 2007 EPA mandate. All you have to do is read the newspaper and find stories about trucks that do not have even the basic brake systems in good working condition. So, why would a money-strapped fleet or owner/operator not try and find a way around the SCR systems? With only some of the 50 states requiring emissions inspections, how will the EPA stop aftermarket manufacturing of parts to remove these systems? Brad Thurgood Fleet Manager/Fleet Maintenance Farmington City, Utah

Production Manager Brian Peach (310) 533-2548 Art Director Armie Bautista For Subscription Inquiries (888) 239-2455 BobitPubs@Halldata.com Great Lakes Sales Manager Robert Brown Jr. 1000 W. University Dr., Ste. 209 Rochester, MI 48307 (248) 601-2005 Fax: (248) 601-2004 Regional Sales Managers Eric Bearly (310) 533-2579 Joni Owens (310) 533-2530 Sales Coordinator Tracey Tremblay Business and Editorial Offices Bobit Business Media 3520 Challenger St. Torrance, CA 90503 Fax: (310) 533-2503 Chairman Edward J. Bobit CEO Ty Bobit Chief Financial Officer Richard E. Johnson Editorial Consultant Howard Rauch

Change Service Request Return Address Hallmark P. O. Box 1068 Skokie, IL 60076-8068

www.worktruckonline.com NOVEMBER/DECEMBER 2011 WORK TRUCK 7

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TRUCK NEWS Hybrid Medium & HD Truck Sales to Surpass 100,000 Vehicles Annually by 2017 BOULDER, CO – As the global senior analyst for Pike Research. “The economy begins tentative steps toglobal recession has taken a huge toll ward recovery, truck manufacturers on medium-duty and heavy-duty truck are looking to technologies that can sales in many regions. As fuel prices help mitigate the rising cost of diesel have increased, truck manufacturers fuel while meeting increasingly strict have responded by expanding their emissions requirements. Trucks that offerings of alternative drivetrains to utilize electricity to meet these goals help reduce emissions and fuel usage come in four variations: hybrid-electric by trucks.” (HEV), plug-in hybrid (PHEV), batHurst added that the primary chaltery electric (BEV), and plug-in eleclenge facing the hybrid truck martric power take-off (EPTO) to operate ket remains the system’s cost. HEVs, equipment onboard without using fuel. PHEVs, and BEVs all continue to have As the technology costs fall and diehigher upfront costs that are significant sel prices increase, the value proposienough to result in higher total cost of tion for hybrid trucks is strong, ownership for the vehicles. and a new report from Pike ReWhile the typical operating cost search forecasts that sales will of a diesel vehicle is significantly surpass 100,000 vehicles annuhigher than that of other drivetrains ally by 2017. ($0.72 per mile for diesel versus “The truck market has expe$0.60 per mile for hybrid and rienced seismic changes in the $0.22 per mile for BEV trucks), HURST last few years,” said Dave Hurst, Pike Research’s analysis indicates

that the higher purchase cost and low cost of diesel in some markets means the trucks are not able to recover the incremental costs for the electricdrive system in their lifetime. As a result, government incentives and emission or fuel-economy regulations will continue to play a very important role in promoting hybrids and plugin trucks. Pike Research’s analysis further indicates that most HEV, PHEV, and BEV trucks will utilize different chemistries of lithium-ion (Li-ion) batteries. The cleantech market intelligence firm expects that the use of nickel-metal hydride (NiMH) batteries will peak in 2016, as vehicle manufacturers move their remaining systems toward Liion. The Li-ion market is expected to reach 3.6 million kilowatt hours (kWh) globally in the medium- and heavyduty truck market by 2017.

The New Truck and Engine Manufacturers Association

Penske Truck Leasing Provides Maintenance to Staples

CHICAGO – The Engine Manufacturers Association, which includes the Truck Manufacturers Association, will use the name Truck and Engine Manufacturers Association for the trade group, effective immediately. The renamed association will continue to represent its members on a wide variety of issues related to engines used in non-road construction and farming equipment, locomotives, marine vessels, lawn, garden and utility equipment, trucks and buses, and stationary generators worldwide, and on medium- and heavy-duty truck issues related to safety, noise, and fuel efficiency. Other than changing the way it refers to itself in public and regulatory settings, no other changes are anticipated. Association and staff contact information will remain the same. In keeping a link to its past and tradition, the Truck and Engine Manufacturers Association will use the initials EMA and a modified version of the EMA logo. For more information, visit: www.enginemanu facturers.org.

READING, PA – Penske Truck Leasing is now providing commercial truck fleet maintenance services to 53 all-electric, Class 6 trucks for Staples. The vehicles are being serviced in the following U.S. markets: Atlanta; Cincinnati; Dallas; Los Angeles; Kansas City, Mo.; and Portland, Ore. “These electric trucks are part of our global sustainability program,” stated Mike Payette, director of fleet equipment for Staples. “We found Penske to be a progressive partner, and it was willing to learn about this technology with us.” Staples introduced these all-electric trucks into its fleet with a goal of improving fleet fuel economy. The all-electric trucks can reach 55 mph and are most effective in large cities that require constant stopand-go driving. A single overnight charge is sufficient to power an allelectric truck through a typical day of deliveries. “We’re very pleased to serve as the exclusive contract maintenance provider for Staples all-electric delivery trucks,” stated Bob Douglas, Penske Truck Leasing VP of field maintenance - Northeast Region. “We will continue to support Staples and its efforts for sustainability. Penske is an interested partner in this reliable PAYETTE alternative for the transportation industry.”

8 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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TRUCK NEWS

CONTINUED

Saddle Creek Corp. Invests in Natural Gas Trucks

Coca-Cola Charges Toward a Greener Fleet

LAKELAND, FL – Saddle Creek Corp. is investing in alternative-fuel vehicles for its for-hire fleet as part of the company’s commitment to sustainability. It has agreed to purchase 40 Freightliner Business Class M2 112 compressed natural gas (CNG) trucks with plans to add 40 more in early 2012. Saddle Creek’s new tractors will reduce the fleet’s carbon footprint by approximately 103,000 lbs. per truck each year — the equivalent of planting 85,760 trees. The trucks will be based at Saddle Creek Corp.’s headquarter campus in Lakeland, Fla., and will handle deliveries throughout the Florida peninsula and southern Georgia.

ATLANTA – Beginning in September, six eStar all-electric, zero-emission trucks became part of Coca-Cola’s growing fleet of alternative-fuel vehicles (AFV) in North America — an AFV fleet that will surpass 750 by Coca-Cola will be deploythe end of 2011. ing a total of six Navistar Currently, Coca-Cola has the largest eStar trucks in San heavy-duty hybrid electric fleet in North Francisco, New York City, Washington, D.C., HartAmerica with more than 650 hybrid deliv- ford Conn., and two trucks ery trucks deployed in major U.S. cities. in Los Angeles. The new eStar trucks will be deployed in San Francisco, New York City, Washington, D.C., and Hartford, Conn., with two trucks in Los Angeles. The eStar vehicles have zero tailpipe emissions, and can reduce greenhouse gas emissions by as much as 10 tons annually, according to Navistar. The eStar vehicles are built by Navistar, Inc., run up to 100 miles per charge, and can be fully recharged in six to eight hours. A quickchange cassette-type battery can be swapped out in 20 minutes, enabling around-the-clock operations and aligning the vehicles as an absolute alternative to fossil-fuel urban delivery trucks. Unlike other electric trucks, which are reconfigured models of fossil-fuel trucks, the eStar vehicles have been purpose-built for electric power with a low center of gravity and strategic battery placement.

Freightliner’s Business Class M2 112 tractors run on compressed natural gas (CNG) and will reduce the fleet’s carbon footprint by approximately 103,000 lbs. per truck.

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10 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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Employers with Mixed-Class Fleets Could Lose the Motor Carrier OT Exemption ROCHESTER, NY – A decision by a federal district court in New York now requires employers to pay overtime for specific employees. The decision applies to those who were otherwise exempt from overtime under the Motor Carrier Act who drive vehicles that weigh less than 10,000 lbs. during a normal workweek. In the case Hernandez v. Alpine Logistics, LLC, 2011, (U.S. Dist. LEXIS 96708), the plaintiffs were employed as delivery drivers and were responsible for picking up and delivering packages in and around Rochester, N.Y. They filed a class action lawsuit against their employer for not paying overtime based on the Fair Labor Standards Act (FLSA) and the State of New York’s labor law. Alpine Logistics had a fleet of 26 vehicles, two of which weighed more than 10,000 lbs. The rest of the vehicles in the fleet weighed 10,000 lbs. or less. According to the court document, any of Alpine’s employees could be required to drive any of the vehicles in the fleet. Alpine Logistics argued that the employees weren’t eligible for overtime compensation under the Motor Carrier Act. However, the plaintiffs argued that due to an amendment to the FLSA that went into effect on June 7, 2008, they were entitled to overtime compensation. The judge found the plaintiffs were entitled to overtime compensation for the overtime hours worked in which they qualified as “covered employees” under the FLSA. A “covered employee” is defined as an individual whose work, in whole or in part, is defined as “that of a driver, driver’s helper, loader, or mechanic” ... “as affecting the safety of operation of motor vehicles weighing 10,000 lbs. or less in transportation on public highways in interstate or foreign commerce” ... “who performs duties on motor vehicles weighing 10,000 lbs. or less.” The only exceptions to this rule are vehicles designed or used to transport more than eight passengers (including

the driver) for compensation; those designed or used to transport more than 15 passengers (including the driver) and not used to transport passengers for compensation; or those used in transporting material deemed hazardous by the Secretary of Transportation, and transported in a quantity requiring placarding (under regulations

INNOVATIVE

CLEAN

prescribed by the Secretary). According to a post by Michael Gregg on the employment law firm Littler Mendelson’s website (Michael Gregg is a shareholder in Littler Mendelson’s Orange County, Calif., office), this ruling could create additional financial burdens and exposure for companies with mixed fleets.

COST-EFFECTIVE

INDEPENDENT

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SOURCE: WRIGHT EXPRESS

AVERAGE U.S NATIONAL PER-GALLON DIESEL FUEL PRICE TREND

$4.00

In 1990,

one diesel truck produced the same amount of diesel emissions as 65 trucks in 2010. “The ‘Greening’ of Kenworth,” page 14

MAR. 2011 APRIL 2011 MAY 2011 JUNE 2011 JULY 2011 AUG. 2011

IGJ8@ 8A6HH>;>86I>DC 7G:6@9DLC 7N <KLG ■ 8aVhh ) 14,001-16,000 lbs. ■ 8aVhh + 19,501-26,000 lbs. ■ 8aVhh , 26,001-33,000 lbs. “Spec’ing Medium-Duty Powertrains for Optimum Performance,” page 18

RAM 1500

One bench or two bucket seats, no second-row seating and (usually) no substantial storage behind the seats.

■ Extended Cab:

Truck has either jump seat or full bench seat in the rear. Limited leg room and rear doors, if available, often open to the rear.

SOURCE: WT RESEARCH DEPT.

“All About Medium-Duty Truck Rear Suspension,” page 36

“Smart Strategies for Extending Medium-Duty Truck Replacement Cycles,” page 26

■ Regular/Standard Cab:

MEDIUMDUTY Y DUTY (Class C s 3 3-6) 6)) offer f r 20 0 orr more e rear suspension options, each impacting a truck’s payload capacity, ride quality, stability, and overall cost.

in service fleets operating truck Classes 4-7 engines are typically reaching their B-10 life at 250,000 to the low 300,000 miles.

■ Crew Cab:

Full-size, second-row seats, four full doors that swing open toward the front. “15-Point Checklist: How to Select the Right Pickup for the Job,” page 32

SILVERADO LT

SOURCE: WT RESEARCH DEPT.

■ 8aVhh * 16,001-19,500 lbs.

B-10 LIFE

FORD SUPER DUTY

$3.00

SOURCE: WHEELS, INC.

$5.00

SOURCE: KENWORTH TRUCK COMPANY

STAT SHEET

12 WORK TRUCK NOVEMBER/DECEMBER 2011 www.worktruckonline.com

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10/11/11 10:46:21 AM

THE ‘GREENING’ OF

KENWORTH

Factors stimulating fleet interest in CNG- and LNG-powered trucks include higher diesel prices, stringent environmental rules, and corporate sustainability initiatives. Currently, there are 112,000 natural gas vehicles (NGVs) in the U.S., and the number is growing. By Mike Antich

rotecting and preserving the environment are core values at PACCAR, as stated in its environmental responsibility statement. Kenworth Truck Company, a PACCAR Company, which manufactures heavy- and medium-duty trucks, is seeking to reduce the environmental impact of its products by introducing a line of green truck models. Last August, Kenworth invited Work Truck magazine to the PACCAR Technical Center in Mount Vernon, Wash., the research, development, and testing facility supporting all PACCAR divisions, including Kenworth and Peterbilt Motors. The focus of the meeting was to discuss Kenworth’s natural gas vehicles (NGVs) and hybrid lineup. There are presently four Kenworth NGV model options and two hybrid models: ■ T470 FEPTO. ■ T440 Sloped Hood ISL G, which is available in both compressed natural gas (CNG) and liquefied natural gas (LNG). The T440 uses natural gas and is available as a day cab tractor. The Kenworth Extended Day Cab and Kenworth 38-inch AeroCab FlatTop sleeper are available as options. Its engine is a Cummins Westport ISL G with 320 hp and 1,000 lb.-ft. of torque. ■ T800 HD LNG. It is only available in LNG. The T800 Day Cab Tractor uses LNG. Its engine is a Westport HD with up to 475 hp and up to 1,750 lb.-ft. of torque.

■ W900S. ■ Class 6 T270 and the Class 7

T370 diesel-electric hybrids use lithium-ion batteries. They are powered by the PACCAR PX-6 engine. More than 700 Kenworth hybrids are in operation throughout the U.S. and Canada, along with more than 500 Kenworth natural gas trucks. Kenworth’s natural gas models are focused on vocational, municipal, and regional haul applications. Several of Kenworth’s natural gas trucks are powered by the Cummins Westport ISL G natural gas engine. Introduced in June 2007, it uses stoichiometric EGR combustion with a threeway catalyst. It was the first heavy-duty engine certified to mandated NOx and PM levels. The ISL G engine operates on either CNG or LNG. Rated at 320 hp and 1,000 lb.-ft. of torque, the ISL G is

AT A GLANCE Kenworth Truck Company, a PACCAR Company, is focused on reducing the environmental impact of its products by marketing a line of green truck models. ■ There are presently four Kenworth NGV model options and two hybrid models. ■ The natural gas trucks are powered by the Cummins Westport ISL G natural gas engine and the 15.0L Westport HD engine. ■ Kenworth offers a hybrid option on its T270 Class 6 and T370 Class 7 conventional models.

2010-compliant with a maintenancefree, three-way catalyst, and does not require the use of SCR technology or a diesel particulate filter. The ISL G powertrain option is now available in the Kenworth T440, Kenworth T470, and Kenworth W900S models. According to Cummins Westport, in the medium-duty market, the ISL G is used for refuse, dump, and mixer applications, as well as for transit and school buses. It can also be used in pickup and delivery trucks, along with specialty medium-duty vehicles, such as street sweepers and yard spotters. In the heavy-duty market, the ISL G can be used for less-than-truck-load (LTL) applications and regional/bulk haul applications. The key factors stimulating CNG and LNG sales are high diesel prices, stricter environmental regulations for diesel engines, and corporate sustainability initiatives. For example, there is a 21-percent reduction in greenhouse gas (GHG) emissions that can be gained by switching to CNG or LNG from diesel. “The business is changing as the trend moves toward greener trucks,” said Andy Douglas, Kenworth national sales manager for specialty markets, who has been at the forefront of Kenworth’s “green” initiatives for the past five years. Domestic natural gas is both plentiful and cheap. Natural gas is currently close to $2 less than the equivalent

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Alagasco has been transitioning its fleet to CNG since 2009, with 17 percent of its vehicles now fueled by CNG. It is replacing its heavy trucks with Kenworth T440 CNG models (right).

ALAGASCO USES CNG-POWERED T440S TO SERVICE GAS LINES

A amount of diesel fuel and the price is expected to remain stable over the long term. Currently, the U.S. is producing more natural gas than it can use, so transportation represents a good emerging market for natural gas producers. “We have had many real-world successes with natural gas in fleet operations, and these engines share 80 to 90 percent of diesel engine technology, so it is not a significant paradigm shift,” Douglas said. Currently, there are 112,000 NGVs in operation in the U.S. Of these, 23,100 are heavy-duty vehicles. This includes 11,000 transit buses, 3,800 school buses, 4,000 refuse trucks, 2,200 over-theroad and regional haul, and 2,100 municipal vehicles. “Drayage fleets with port opera-

tions were among early purchasers of our T800 LNG truck. More recently, companies as diverse as UPS, natural gas provider Alagasco in Alabama, and solid waste collector and recycler Enviro Express in Connecticut, to name a few, have purchased Kenworth natural gas vehicles,” Douglas said. Among utility fleets, Pacific Gas & Electric Co. in San Francisco was the first utility in the nation to operate Kenworth T800 LNG-powered trucks. Recently, in March 2011, the Indiana Department of Transportation took delivery of 19 new Kenworth T440 tractors to be deployed in and around Indianapolis where public CNG fueling is available. There is also pressure by some companies, such as Wal-Mart, for their partner supplier companies to create

lagasco is a 160-year-old company, which has grown from a gas street-lamp company in Montgomery, Ala., to the state’s largest distributor of natural gas. It has added a fleet of Kenworth T440s for natural gas line maintenance and repair. “We started moving to CNG in our own fleet in 2009 by converting our cars and pickup trucks to CNG, and, today, about 17 percent are running on natural gas. We also are in the process of replacing our heavy trucks with CNG-powered trucks, and the acquisition of seven Kenworth T440s marks the first installment,” said Bob Strickland, Alagasco’s manager of clean transportation. Alagasco’s T440s feature the Cummins Westport ISL G natural gas engine, rated at 320 hp and 1,000 lb.-ft. of torque with a torque curve that closely matches its diesel counterparts.

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Cover Story a greener supply chain. Corporate environmental and sustainability policies are prompting many truck fleets to take a second look at NGVs. According to Douglas, there are a number of federal, state and provincial, county, and municipal grant programs and financial incentives available to help truck operators purchase NGVs and diesel-electric hybrids. A list of state incentives are available at the website: www.ngvamerica.org/ incentives. EVOLUTION OF CNG & LNG TRUCKS Kenworth introduced the Cummins Westport ISL G natural gas engine for the Kenworth T800 short hood and W900S models in December 2009. In March 2010, the Kenworth T440 natural gas model, powered by the Cummins Westport ISL G engine, was introduced. The Kenworth T440 natural gas truck is focused on local- and regional-haul and vocational applications. The Kenworth Extended Day

Andy Douglas, national sales manager, specialty markets, has led Kenworth’s “green initiatives” for the past five years. He has worked directly with the Ports of Los Angeles, Long Beach, Oakland, and Seattle on clean truck strategies.

Cab and Kenworth 38-inch AeroCab FlatTop sleeper are available as options. The Kenworth T440 is also available in a dump truck application that can operate on CNG or LNG. The CNG and LNG fuel tanks can be configured to suit customer applications and range requirements. In terms of LNG trucks, Kenworth started production of T800 LNG trucks in 2008 at its manufacturing facility in Renton, Wash. The T800 LNG truck is equipped with the Westport GX engine. Under a then exclusive agreement with Westport Innovations Inc., in Vancouver, B.C., Kenworth began using Westport’s LNG fuel system technology adapted for the Cummins ISX 15.0L engine.

The Kenworth LNG factory installation coincided with the Ports of Los Angeles and Long Beach announcement to approve a new $1.6 billion Clean Truck Superfund. The fund assisted in replacing many of the 16,800 Class 8 trucks serving the ports with LNG-powered vehicles. The ports introduced a progressive ban that will remove all pre-2007 trucks by 2012. The Westport LNG system is available with 400-hp to 475-hp ratings and up to 1,750 lb.-ft. of torque for heavyduty port, freight, and vocational applications. LNG fuel tanks can be configured to suit customer range requirements. KENWORTH HYBRID LINEUP Kenworth began full production of its medium-duty diesel-electric hybrid trucks in summer 2008. It offers the hybrid option on its T270 Class 6 and T370 Class 7 conventional models and builds the trucks at the PACCAR plant in Ste. Therese, Quebec. Kenworth’s hybrids increase fuel economy, on av-

FERRARA BROS. USES CNG-POWERED MIXERS

errara Bros. Building Materials Corp., headquartered in weighs less than a full-size Class 8 chassis to haul loads makes Flushing, N.Y., operates a fleet with more than 60 Ken- our mixers very productive at a lower cost,” Gartman said. worth mixers, including two Kenworth T800SH mixers “Because of the high cost of labor in our municipal market, with CNG-fueled Cummins Westport ISL having that weight advantage and producG engines. tivity are critical because they allow us to Since the cost of CNG has been runremain competitive.” ning about a third less than the cost of dieGartman said by having CNG-fueled sel in the New York City area, Bob Garttrucks, Ferrara Bros. can offer contractors green transportation choices that can make man, Ferrara Bros. vice president of fleet it easier for them to meet certification maintenance, believes the operating cost of CNG trucks will be less than those requirements for the Leadership in Energy of comparably equipped diesel-powered and Environmental Design (LEED) Green trucks. Plus, a federal grant administered Building Rating System. LEED is a third-party by the New York State Energy Research certification program and nationally accepted and Development Authority helped pay for benchmark for the design, construction, the additional up-front cost of the CNG and operation of high-performance green technology. buildings. The CNG units are as productive as com- Ferrara Bros. Building Gartman said the CNG powertrains are parably equipped diesel-powered trucks since Materials Corp. operates a also less noisy than the company’s other dieeet of 60 Kenworth mixers. they’re set up for a gross vehicle weight of fl sel-powered trucks. The natural gas-fueled Pictured are two T800SH Kenworth trucks use Cummins Westport 78,000 lbs. and fitted with 11.5-cubic-yard CNG chassis mounted with McNeilus Transit Mixer drums, a 200-gallon McNeilus Transit Mixer ISL G engines, which are 5.5 decibels quietFerrara Bros. said the aluminum overhead water system, and three drums. er than comparable diesel-powered 2007 truck’s tight turning radius is aluminum extension discharge chutes. Cummins engines at peak torque and load ideal for construction sites in “Being able to use a truck chassis that congested urban areas. and nearly 10 decibels quieter at idle.

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ORGANIC PRODUCE DISTRIBUTOR ADDS HYBRIDS TO FLEET

eritable Vegetable, headquartered in San Francisco, are aerodynamic Kenworth T660s, to distribute and backdistributes certified organic fresh fruits and vegeta- haul produce to and from neighboring states. bles, and maintains its commitment to sustainability in evThe other arm of its distribution system is local delivery part of the company, including its eries within a 100-mile radius of San fleet of trucks. As the nation’s oldest Francisco. The company uses a Kendistributor of certified organic proworth T270 hybrid straight truck duce, Veritable Vegetable provides for deliveries in the hilly San Francisfull-service distribution to all of Calco Bay area, while three Kenworth ifornia and parts of Colorado, New T370 hybrid tractors make regionMexico, Arizona, and Nevada. al deliveries. Veritable Vegetable received grant “We believe that the best way to support farmers is by providing them money for the hybrids through the with consistent distribution chanCalifornia Hybrid Vehicle Incentive nels,” said Tom Howard, Veritable With annual sales of $42 million, VeritaProgram. The remaining premium Vegetable’s transportation systems ble Vegetable, an organic food distribudifference is offset by a fuel improvetor, uses the T270 Hybrid in urban applimanager. ment of 25 percent with its hybrid cations. Its straight trucks average 50,000 Veritable Vegetable operates a fleet miles per year. It estimates it saves $8,000 tractors and nearly 30 percent with of long-haul tractors, many of which a year in fuel using a T270 Hybrid. its Kenworth T270 hybrid.

erage, by up to 30 percent in pick upand-delivery applications and up to 50 percent in utility operations. One fleet that has made a substantial investment in Kenworth hybrids is Coca-Cola, which has more than 500 T370 hybrids in service. The Kenworth hybrids use an integral transmission-mounted motor/generator; frame-mounted 340v, lithiumion battery pack; and dedicated power management system. Advanced powertrain controls monitor driving conditions and automatically select the ideal power mode, smoothly switching among electric only, combined diesel and electric, and diesel-only power modes. Electricity generated through regenerative braking is stored and used for acceleration to assist the diesel engine. The hybrid system is monitored through a high-resolution, full-color, in-dash display. As the power requirements for different driving conditions change, the screen constantly updates the driver on system status. The Kenworth T270 and T370 hybrids use a PACCAR PX-6 engine rated from 200 hp to 325 hp and 520 lb.ft. to 660 lb.-ft. of torque and an Eaton 6-speed transmission. KENWORTH VEHICLES EARN THE EPA’S SMARTWAY DESIGNATION PACCAR’s strategy to reduce emis-

sions is multi-fold. It also includes the aerodynamic design of its products, telematics monitoring, and idle reduction. According to Kenworth, it is the only truck manufacturer to receive the EPA’s Clean Air Excellence award in recognition of its environmentally friendly products. In addition, PACCAR is a SmartWay Transport Partner and is ISO 14001 certified for its environmental management system. The SmartWay Transport Partnership (www.epa.gov/smartway) is a collaborative, voluntary program between the EPA and the freight industry. The SmartWay certified tractors

Drayage fleets with port operations were early purchasers of the Kenworth T800 LNG truck. The Ports of Los Angeles and Long Beach created a fund to assist in replacing 16,800 trucks serving the ports with LNG-powered trucks. The ports will ban all pre-2007 trucks by 2012.

offer a full aerodynamic package, including integrated roof fairings, fuel tank side fairings, tractor-mounted gap reducers, aerodynamic bumpers and mirrors, idle reduction technology, and low-rolling-resistance tires. Both the aerodynamic Kenworth T660 and Kenworth T700 hold the EPA SmartWay designation. In terms of diesel engines, the lowemissions 12.9L PACCAR MX engine achieved EPA and California Air Resources Board (CARB) certification, and meets the stringent emission standards of 0.2 grams per brake horsepower hour of NOx and 0.01 grams per brake horsepower hour of particulate matter. For mediumduty trucks, Kenworth offers the lowemission PACCAR PX-6 and PACCAR PX-8 diesel engines as standard on its medium-duty products. “With everything else being equal, one Class 8 truck with a 2010 EPA clean diesel engine produces six times fewer emissions than a Class 8 truck with a 2007 EPA engine. That’s a positive trend that will grow as more truck operators move into the low-emissions engines,” Douglas said. From a 20-year perspective, diesel emissions reductions from 1990 to 2010 have been breathtaking. To illustrate this point, in 1990, one diesel truck produced the same amount of diesel emissions as 65 diesel trucks in 2010. WT

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SPEC’ING MEDIUM-DUTY

POWER R FOR OPTIMUM PERFORMANCE

These 13 questions will help avoid risks associated with spec’ing powertrains and achieve the right balance. By Sean Lyden

ngine, transmission, driveaxle ratio — these are the three components of a truck’s powertrain. Each must be compatible with one another and geared appropriately for the truck, as a whole, to perform properly. For light-duty pickup trucks, this process is relatively simple. There are perhaps two to three engines, one to two transmissions, and three to four different drive-axle ratio options to choose from. In some cases, such as with the 2011 Chevrolet Silverado 2500/3500 HD pickup, if the diesel engine option is selected, the transmission and rear axle ratio selections are already made — Allison 1000 6-speed automatic transmission and a 3.73 drive-axle ratio. Medium-duty (Class 4-7) truck powertrains, however, are considerably more complex to spec. The 2011 Ford F-750 Super Duty, for example, offers the Cummins ISB 6.7L inline diesel engine with 10 engine hp ratings, ranging from 200 hp with 520 ft.-lb. of torque to 360 hp with 800 ft.-lb. of torque. Then there are nearly a dozen different transmissions and drive-axle ratios to choose from. Each

AT A GLANCE Spec’ing medium-duty powertrains is a balancing act. Items to consider include: ■ Truck application. ■ Chassis size. ■ Engine (gasoline or diesel). ■ Transmission. ■ Drive-axle ratio.

component selection impacts a truck’s overall performance, fuel economy, and acquisition cost. How do you evaluate the myriad options to put together a powertrain combination that fits your fleet’s application — and budget? Here are 13 questions to serve as a guide. ■ TRUCK APPLICATION

1 WHY IS THIS TRUCK NEEDED? Will the truck be hauling stone, debris, pieces of pipe, pallets of sod, medical supplies, or bulk paper products? The answer to this question will help determine payload and gross vehicle weight rating (GVWR) requirements.

WILL A TRAILER BE PULLED WITH THIS TRUCK? If pulling a trailer, what is the total weight of the trailer and its payload? This equation addresses gross combination weight rating (GCWR) requirements — the maximum allowable weight of the truck and payload combined with the trailer and its contents.

3 HOW WILL THE TRUCK BE DRIVEN? Will it be driven in the inner-city for stop-and-go deliveries? Operate on highways at full speed? Or, will it be used for off-road applications running at slower speeds? Answers to these questions impact all three powertrain component decisions.

WHAT TERRAIN WILL THE TRUCK BE DRIVEN ON? Will the truck be operated on flat roads? Or, will it be used to pull heavy loads over hills? The application sets the parameters for choosing the right engine torque ratings and rear-axle ratios for best performance regarding terrain.

5 HOW MANY MILES PER YEAR? Use this information to confirm whether to spec a diesel or gas engine (if available), depending on how long it takes to recoup the higher initial cost of diesel through proposed fuel economy savings. ■ CHASSIS SIZE

6 WHAT GVWR CHASSIS IS NEEDED? The starting point is to estimate the max payload requirements. (See question 1.) This information is important to consider because it narrows down which class truck best fits a fleet’s needs, and truck class determines the number and type of engine and transmission combinations available. The following is a truck classification breakdown by GVWR: ● Class 4: 14,001-16,000 lbs.

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TRA RAINS The 2011 Ford F-750 Super Duty, for example, offers the Cummins ISB 6.7L inline diesel engine with 10 engine hp ratings, ranging from 200 hp with 520 ft.-lb. of torque to 360 hp with 800 ft.-lb. of torque.

Class 5: 16,001-19,500 lbs. Class 6: 19,501-26,000 lbs. ● Class 7: 26,001-33,000 lbs. If you assume 9,000 lbs. as a generic weight number for the chassis and add 12,800 lbs, as max payload, including body weight, the total chassis and payload equals approximately 21,800 lbs. gross vehicle weight (GVW). This means your application requires a Class 6 chassis, with corresponding powertrain options. ● ●

■ ENGINE

7 GASOLINE OR DIESEL ENGINE? In most cases, gas is not an option for medium-duty trucks. However, some manufacturers, such as Ford (F-450 and F-550) and Isuzu (N-Series), offer both gasoline and diesel engines. How do you decide between gas and diesel?

While diesel offers better fuel efficiency and engine longevity, gas engines have a much lower upfront cost — a difference of $8,000 or more, depending on make and model. Therefore, the key deciding factor is the total miles the truck will be driven annually (refer to your answer to question 5) and whether the driver will log enough miles to recoup the higher investment in the diesel engine in a reasonable amount of time. A general rule of thumb is the 25,000to 30,000-mile threshold. If you project the truck will exceed 30,000 miles annually, diesel makes sense. If less than 30,000 miles, then a gas engine may be more cost-effective. However, run the numbers to confirm what works best for your fleet. Contact the manufacturer’s representative for approximate fuel economy numbers for both gas and diesel to plug in the calculations.

WHAT HORSEPOWER & TORQUE RATINGS ARE REQUIRED? If the truck is a Class 4 or 5 (up to 19,500 lbs. GVWR), at most there are only two engine options — gas or diesel — depending on the manufacturer. And with diesel, there is usually only one horsepower rating to choose from. However, with diesel engines for Class 6 and 7 trucks, there may be 10 or more horsepower and torque ratings to consider, making engine selection significantly more complex. The approximate cost difference between the lowest and highest horsepower ratings, when factoring in a heavier transmission required for the higher horsepower engines, can run an additional

$8,500-$10,000, or more. The variance in engine horsepower/ torque availability and cost is common across all Class 6 and 7 truck original equipment manufacturers (OEMs). How do you choose among the various horsepower and torque options? At this stage, involve the equipment upfitter and truck OEM representative for their counsel. They often have experience working with fleets in your industry and can offer specific recommendations. The following general principles based on common applications can help serve as a guide: When to spec higher horsepower and torque: ● Over-the-road applications with a heavy load, such as a towing and recovery vehicle. ● Hilly, mountainous regions. ● Over-the-road applications, pulling a heavy trailer. When to spec lower to mid-range horsepower and torque: ● Pick-up and delivery applications in which the truck does not often reach full highway speed. ● Slower speed applications such as an asphalt spreader, a dump body, mechanic’s crane, or service body truck. ● Over-the-road applications on flat terrain with a lighter load. ■ TRANSMISSION

9 WHO WILL DRIVE THE TRUCK? Will the truck be assigned to a specific driver or will it be spec’d so that anyone can drive it? If the truck has one driver, what is that driver’s skill-set? Can he or she operate proficiently with a manual transmission? This answer helps determine transmission selection. ➞

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Powertrain

10 MANUAL OR AUTOMATIC? How do you decide which is best for your fleet? Consider the benefits of each. ■ MANUAL TRANSMISSION ● Better fuel efficiency, that is, if the driver is skilled and can shift gears proficiently. ● Lower initial cost. The manual transmission for medium-duties ranges from $2,000-$4,000 less than a corresponding automatic transmission, depending on the truck’s make, model, and GVWR. ● Greater shift control, which can be an advantage for off-road applications and driving on hills and bends. Once again, driver skill is important here. ■ AUTOMATIC TRANSMISSION ● Enhanced safety. Drivers can keep their eyes on the road and hands on the steering wheel. There’s no need to worry about the driver inadvertently allowing the truck to roll backward when at a stoplight on a hill. ● Expanded driver pool. More driver options are offered because the automatic transmission doesn’t require as skilled a driver. The more skill the truck requires to operate, the higher the cost to find qualified drivers. ● Less driver effort. The driver doesn’t have to constantly push in with one foot and actively shift gears with one hand. The automatic transmission does the work.

11 WHAT SIZE AND MODEL TRANSMISSION? For Class 4 and 5 trucks, there are typically only two options: one manual and one automatic transmission. Depending on the truck’s make and model, an automatic may be the only transmission available. With Class 6 and 7 trucks, however, multiple manual and automatic transmission options are available. Here are the key points to consider for transmission size and model: ● Compatibility with engine horsepower and torque ratings. Wheth-

er automatic or manual, select only the transmission options that match the chosen engine’s horsepower and torque ratings. ● Gross Combination Weight Rating (GCWR) requirements. If trailering is important to the application, which transmission option provides the most capacity? For instance, two Allison automatic transmissions are compatible with the same 660-lb.-ft. torque engine. However, the 2500 Allison offers only 33,000-lbs. GCWR, while the 3000 Allison bumps it up to 60,000-lbs. GCWR. ● Wide ratio or close ratio. This pertains to automatic transmissions only. If the application is primarily over-theroad at highway speeds on relatively flat terrain, a close ratio transmission will suffice. Opt for a wide ratio when requiring greater low-end reduction to run trucks for both on- and off-highway use and pick up and delivery with numerous starts and stops.

12 PTO OR NO PTO? The National Truck Equipment As-

THE POWERTRAIN CHECKLIST

he powertrain consists of the engine, transmission, and drive/ rear-axle ratio. The objective is to fit the right pieces together to perform the tasks assigned for the truck, including for pickup and delivery, dump application, and on-highway transport. ✔ Engine. Diesel or gasoline (if available)? If diesel, what horsepower and torque ratings should be spec’d? ✔ Transmission. Manual or automatic? (Manual transmission is limited by class and manufacturer.) If opting for the automatic transmission, which size and capacity will match the engine selection? ✔ Drive/Rear-axle ratio. What drive-axle ratio best fits the application? And is it compatible with the engine and transmission selected? If running trucks on steep-graded hills, will the selected rear-axle ratio match the job description?

sociation (NTEA) defines power takeoff (PTO) as a mechanical device, mounted on the transmission, used to transmit engine power to auxiliary equipment. Essentially, PTOs are spec’d with the transmission to run equipment such as dump bodies, wheel lifts for tow trucks, or spray bodies for pest control companies. If operating flat beds or box trucks, for example, that don’t require engine power to run equipment, then a PTO is not required. ■ DRIVE-AXLE RATIO

13 WHICH DRIVE-AXLE RATIO BEST FITS THE APPLICATION? The rear-axle ratio represents the relationship between driveshaft revolutions (driven by the transmission) and rear-axle revolutions. In medium-duty trucks, this gear ratio ranges from as low as 2.69:1 to as high as 7.17:1, depending on the truck class, make and model, and rear-axle capacity. As with engine and transmissions, axle ratio options are limited in Class 4 and 5 trucks. For instance, an Isuzu NPR cab-over rated at 14,500-lbs. GVWR with diesel and automatic offers one ratio: 5.125:1. The conventional cab Ford F-550 provides just a handful of ratios to choose from, ranging from 4.30:1 to 4.88:1 with the diesel. In contrast, the larger Class 6 and 7 trucks present as many as 30 or more ratio options. How do you decide which is the best fit? The following general guidelines should help point you in the right direction: ● High numerical ratios. This is for maximum towing and payloads and on hilly terrain with steep grades. ● Mid-range numerical ratios. Spec this ratio when the truck requires flexibility for operating on varied terrain with moderate towing and payloads. ● Low numerical ratios. This makes sense for flat terrain, lighter loads, and running at consistent highway speeds. The rule of thumb is the higher the numerical ratio, the greater the pulling power, but at the expense of fuel economy. WT

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PROS AND CONS OF

IN CLASS 3-4 TRUCKS Choosing between gasoline- or diesel-powered trucks requires striking the right balance between performance, fuel efficiency, and budget.

asoline or diesel: Which engine type works best for Class 3-4 truck applications? This is an age-old question without a clear-cut winner. Each offers advantages and limitations. The key is determining exactly how the truck will be used and then selecting the engine type that strikes the right balance between performance, fuel efficiency, and budget. What factors should fleet managers consider when deciding between gasoline and diesel engines in Class 3-4 (10,001- to 16,000-lb. gross vehicle weight rating) trucks? Here are nine points to serve as a guide:

1FUEL EFFICIENCY ADVANTAGE: DIESEL

According to the U.S. Department of Energy, diesel engines offer 30- to 35-percent greater fuel economy than comparable gasoline engines. “By design, diesel engines operate with a combustion process that’s leaner, burning less fuel than a conventional spark ignition (gasoline) engine,” explained Roger Gault, technical director,

PHOTO: ©ISTOCKPHOTO.COM/OKEA

AT A GLANCE There are several factors that should be considered when making the choice between gasoline- or dieselpowered trucks, including: ■ Fuel efficiency. ■ Fuel cost. ■ Maintenance cost. ■ Engine longevity.

Truck & Engine Manufacturers Association (EMA), a trade association representing worldwide manufacturers of internal combustion engines used in applications such as trucks and buses; farm and construction equipment; locomotives; marine vessels; and lawn, garden, and utility equipment. Diesel fuel also has higher energy density than gasoline, which means less fuel is required to generate the same power as gas, improving overall fuel economy.

2ACQUISITION COST ADVANTAGE: GASOLINE

The diesel engine’s fuel efficiency advantage, however, must also be weighed with its bigger price tag. In Class 3-4 trucks, the incremental cost for the diesel engine is between $5,000 to $8,000 or more than its gasoline counterparts. The diesel/gasoline price gap has nearly doubled over the last seven years due to the exhaust after-treatment technologies developed to comply with Environmental Protection Agency (EPA) regulations for diesel emissions (in 2004, 2007, and 2010). Will the truck be driven a sufficient number of miles per year to recoup the higher up-front cost for the diesel engine with fuel economy savings? A general rule of thumb for a mileage break point is 30,000 annual miles. Above that number, diesel usually makes financial sense. At or below 30,000 miles, gasoline is a viable lower-cost option. Run a fuel-cost/comparison analysis specific to your truck’s application to

calculate the payback period to assess whether the diesel engine will generate cost savings, within an acceptable timeframe.

3FUEL COST PER GALLON ADVANTAGE: GASOLINE

“Over the past ten years, diesel has averaged nearly 14 cents more per gallon than unleaded gasoline,” said Steve Jansen, truck services account executive, Donlen, a Northbrook, Ill.-based fleet leasing and management company. “At its peak in December of 2008, diesel cost averaged more than 76 cents per gallon more than gasoline. Historically, diesel has been more expensive per gallon as a result of higher taxes and environmental restrictions.” Another benefit of gasoline is availability, according to Michael Macik, a strategic consulting analyst for ARI. “There are certain areas where stations do not necessarily have a diesel pump,” he noted. “This could hamper drivers’ productivity if they are spending too much time looking for places to fill up.”

4 MAINTENANCE COST ADVANTAGE: GASOLINE

“Over time, regular maintenance on a diesel generally will cost more than a gasoline engine,” Jansen said. “The diesel engine has components that are either not found on a gasoline engine or require servicing more often. The oil reservoir is larger in a diesel engine and the water separator and fuel filters will require replacement more often. Gaso-

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line engines have longer service intervals for engine oil, spark plugs, and engine coolant.” Gault of EMA agreed: “I think there tends to be greater maintenance with the diesel. Oil capacities tend to be higher. So, if the oil change interval is the same and you have 50 percent more oil in the diesel, then that tends to be more expensive than the gasoline. Also, historically, there has been more maintenance with diesel fuel systems — such as changing filters more frequently.”

5ENGINE LONGEVITY ADVANTAGE: DIESEL

As a frame of reference, according to Brian Tabel, retail marketing manager for Isuzu Commercial Truck of America, the design life of the gasoline engine for Isuzu’s NPR cab-forward is 200,000; the diesel engine is B-10 rated for 310,000 miles. Why are diesel engines expected to last substantially longer than comparable gasoline engines? “Diesel engines have high-compression ratios and high cylinder pressure and, as a result, require sturdier engine parts — for example, block and cylinder heads, valves, crankshaft, and pistons,” said Jansen of Donlen. “This is necessary to dissipate the higher engine temperatures and the higher compression ratios attained in a diesel engine. Also, a diesel engine’s exhaust system will outlast a gas engine exhaust system because diesel fuel exhaust is not as corrosive as gasoline engine exhaust.” Gault of EMA pointed to the diesel engine’s operating efficiency as another key to its longevity. “The diesel achieves higher torque at much lower speed, so it’s operating at much lower rpm [revolutions per minute], a greater percentage of the time than gasoline engines. And the lower engine speed translates into fewer times a piston has to move up and down, the fewer times a valve must close, and so forth. All these things happen lots of times, but not quite as often as it does in a gasoline engine — and that impacts overall life.”

6TRAILERING ADVANTAGE: DIESEL

“The diesel engine is a more suitable choice if towing capacity is critical to your operation,” Jansen of Donlen advised. “The torque advantage of diesel engines is better suited for pulling heavy loads up steep grades. The relatively high-compression ratio necessary to ignite the diesel fuel (17:1 diesel versus 9:1 gasoline), allows the diesel engine to generate all its torque and power at a lower rpm.” Macik of ARI agrees. “It’s all about using the right tool for the job,” he said. “While appropriate for certain demands, using a gasoline truck for heavy towing in most cases will result in significantly reduced engine life and increased gasoline consumption.” Do the truck’s towing requirements necessitate a diesel engine? Or will a gasoline engine work fine? Consult the manufacturer’s rep or fleet advisor for max trailer ratings of the vehicle and engine type under consideration.

7SPECIALTY BODY/EQUIPMENT OPTIONS ADVANTAGE: DEPENDS ON UPFIT REQUIREMENTS

Are there body or equipment considerations with gasoline versus diesel? “Yes, normally with diesel engines, depending on manufacturer, the DEF [diesel exhaust fluid] tank or exhaust pipe may need to be relocated to accommodate equipment,” Jansen answered. “In regards to PTO provision availability, normally a PTO prep option is available with diesel engines only. However in recent years, depending on the manufacturer, PTO provisions are being offered on gasoline engines as well.” If your truck equipment requires a PTO, contact the truck manufacturer’s rep to confirm the gas truck availability. This will save time and headaches up front, should the gas engine prove incompatible.

8DISPOSITION/RESALE ADVANTAGE: DIESEL

Which is better for resale values?

“The market perceives that a dieselpowered truck with 150,000 miles on it has much more remaining useful life than a gasoline-powered truck with comparable miles. And therefore, the diesel commands a higher price,” Jansen of Donlen said. Macik agrees and added that “there’s such a variety of companies and industries that legitimately need diesel trucks for towing and increased payload. Many of these companies are smaller, and, consequently, have a smaller fleet budget — they are going to be looking for used vehicles. This means an opportunity to attract a larger buyer base, increased demand, and therefore command higer premiums.”

9ENVIRONMENTAL IMPACT ADVANTAGE: COMPARABLE

What’s the difference between gas and diesel in terms of environmental impact? Which produces fewer emissions? “Historically, diesels struggled with that,” said Gault of EMA. “They had higher emissions in terms of particulates and NOx (nitrogen oxide). With the latest round of regulations, the differences between gas and diesel are pretty much non-existent. If you’re buying the new product that meets the latest emissions standard, I’m not sure there is a differentiating level [in emissions] at all.” Tabel of Isuzu agreed: “Both [gas and diesel emissions] are about the same since the 2010 EPA diesel emissions requirements have been implemented.” Jansen of Donlen pointed to diesel’s fuel economy advantage as the equalizer with emissions. “Diesel as a vehicle fuel emits more greenhouse gas emissions when consumed than unleaded gasoline, but its higher energy content per gallon results in higher fuel efficiency,” he said. “Therefore, in similarly equipped vehicles, a diesel vehicle can go further on a single gallon of fuel than a similar truck on gasoline. As a result, diesel’s greenhouse gas emissions are comparable to those of a gasoline engine due its increased fuel economy.” WT

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SMART S SMAR M MAR A R RT T STRAT STRATEGIES S ST TRA ATE EG EGIES E FOR EXTENDING MEDIUM-DUTY TRUCK REPLACEMENT CYCLES

AT A GLANCE It may make sense to extend the replacement cycle of a medium-duty truck fleet. However, there could be negative consequences, including increased maintenance costs and poor driver morale. When considering extending a medium-duty truck’s replacement cycle: ■ Implement route optimization and idle time management. ■ Conduct a vehicle history analysis. ■ Shift vehicle assignments. ■ Engage in proactive communication with drivers. ■ Invest in driver training. ■ Consider extended warranties.

.COM /WO CK PHO TO

©IS TO

Erik Nelson, truck sales manager, North America, Wheels Inc., agreed. “In the past couple years we have seen Class 4-7 mediumduty trucks trending toward longer replacementt cycles, mostly due to cost st concerns associated with purchasing new equipment. ent. If a company’s profits are lower, ower, that frequently drives budgett cuts, thus, resulting in less capital available for new truck purchases, even if those trucks are leased.” The challenge, however, is that keeping trucks in service longer than planned for is not a slam-dunk, costsavings strategy. It’s an approach fraught with risks, such as high-ticket engine and transmission repairs, costly downtime, and employee morale issues, to name a few, especially if done haphazardly without a plan to guide the process. If a company chooses to extend medium-duty truck replacement cycles, how should the fleet manager go about doing it in a way that mitigates the risks — and achieves tangible cost savings?

PH OT O:

conomic uncertainty, sticker shock of new vehicles equipped with 2010 EPA emissions controls, and tighter budgets have caused a growing number of fleet managers to push out replacement cycles, especially of their big-ticket, medium-duty trucks. “What we’re seeing is that customers are trying to run their vehicles a little bit longer,” said Steve Jastrow, strategic consulting services manager, GE Capital Fleet Services. “People are still in a wait-and-see mode right now to see what happens with the economy.”

ODYUPSTATE

In today’s uncertain economic times, it is not unusual to o push t-term out truck replacement cycles. While an attractive short-term erm tactic, fleet managers need to be aware of the long-term consequences. By Sean Lyden

Today’s uncertain economic times have pushed out replacement cycles for medium-duty trucks, due to the concerns about the costs associated with purchasing new equipment.

UNDERSTANDING REPLACEMENT CYCLES The best starting point is defining exactly what an optimal replacement cycle means, particularly with mediumduty (Class 4-7) trucks. “There are a number of factors that dictate our recommendations,” said Nelson of Wheels. “However, Wheels typically looks at the B-10 life (the length of time between production and the point at which 10 percent of a given product population will fail) of the chassis’ drivetrain. Our goal is to

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Replacement Strategies

structure the lease of the vehicle to coincide with replacement of that vehicle sufficiently before it reaches its B-10 lifecycle prediction. In service fleets, operating truck Classes 4-7, these engines are typically reaching their B-10 life at 250,000 to the low 300,000 miles. We want to get the client’s vehicle to market before this threshold, so many of our medium-duty units are replaced in the 60- to 84-month time frame.” “You almost have to look at it on a unit-by-unit basis,” explained Jastrow of GE Capital Fleet. “Factors such as cost of vehicle, cost of upfit, potential downtime, depreciation, idle time (low or high), and so forth. We’ll plot those costs out on a curve and the optimal replacement time is sort of at the belly of that curve. That could mean 120,000-125,000 miles for a Class 4 pickup with very little upfit on it or a quarter-million miles on it, if it is a truck with a fairly specific upfit, with low mileage, and low idle time. So there’s really no specific rule of thumb we go by. It all depends on how the truck is used.” Rob Kooken, director, business development, PHH Arval, agrees. “The

PHOTO: ©ISTOCKPHOTO.COM/RONBAILEY

Holding off on replacing aging or worn-out vehicles could negatively affect a fleet’s public image and driver morale. Fleet managers can expect more complaints, higher costs, and driver dissatisfaction by pushing replacement cycles. Having a solid strategy can make a delayed vehicle replacement cycle work in all of the fleet stakeholders’ favor.

factors that influence lifecycle are the type of engine (such as gas versus diesel), annual utilization by miles or hours, and cost of upfitting or specialized equipment,” said Kooken. “Typically, urban delivery and long-haul vehicles have shorter replacement cycles (five to eight years) than lowmileage, specialized, or expensive upfitted vehicles, which fleets tend to keep longer.” ASSESSING RISKS OF LONGER REPLACEMENT CYCLES If fleet managers are considering extending vehicle life beyond the truck’s optimal cycle, what are the risks they should consider beforehand? “The biggest risk is not accommodating for increased maintenance costs due to having more preventive maintenance than originally anticipated and/or the truck encountering more frequent repairs,” said Nelson of Wheels. “It’s not the $1,000 to $2,000 that it costs for the repair so much as it is the downtime of that truck, especially when there is no replacement or backup unit available because of budget constraints that are driving the extended replacement cycle in the first place. In some

cases, a rental truck can be secured in the short term to bridge the repair period, however this adds significant costs as well. With several trucks out there designed to perform a specific task, a rental truck may not be available that can perform the same work as that of that broken truck.” What’s the cost of downtime? “We have had telematics and energy clients tell us it runs as high as in the thousands of dollars per hour for one of their trucks being down for unexpected reasons. Basically, if you extend replacement cycles you need to also plan for the unexpected repair,” cautioned Nelson. Jastrow of GE Capital puts the risk of unexpected downtime this way: “There are direct costs such as lost revenue and penalties or fees on missed appointments, towing charges, temporary rentals, overtime and also indirect costs such as lower employee morale that need to factor in your risk analysis.” Ken Gillies, truck operations manager at GE Capital, warns about the potential impact on employee morale if vehicles are kept too long. “Not only is the service of the truck affected but

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it also affects the operator,” said Gillies. “If employees aren’t feeling good about the equipment they’re using or if the vehicle is unreliable, that is going to start to have a negative effect on productivity and morale — and that may mean the driver lets their guard down a bit in caring for their vehicle. This, in turn, creates a snowball effect, which can drive up repair costs.” Chris Foster, manager, vehicle acquisitions for Automotive Resources International (ARI), advises fleet managers to consider their budgets for future vehicle replacements. “Each year a fleet manager does not replace vehicles, a hole is being dug in the budget,” said Foster. “If you originally budgeted $5 million in replacements but put them off because your budget has been cut to $3 million, the next year, you could have close to $10 million in replacements due with likely far less money for the purchases.” MITIGATING RISKS WITH SMART STRATEGIES What can fleet managers do to extend replacement cycles, in a smart way that addresses these risks and enables companies to weather budget challenges? ■ Route optimization and idle time management. “The vehicle replacement cycle is typically driven by mileage. So if you can lower miles by optimizing the routes, that can help with extending life of the vehicle,” said Jastrow of GE Capital. “Then manage idle time. It doesn’t show up on the odometer. But idle time really is mileage on the engine. You may want to develop a policy on that. Or you have a telematics tool that will help with managing idle time and route optimization — those are a couple ways to get a little more out of your vehicles.” ■ Vehicle history analysis. “I urge fleets to look at the service history of their vehicles, especially if they can do it on a unit-by-unit level — to see what the life of that truck has been like so far,” advised Gillies of GE Capital. “In other words, have

Replacement Strategies Headline Here

Unscheduled and frequent maintenance is among the costs of pushing replacement cycles. Costs should also be calculated in terms of vehicle downtime and productivity.

there been unscheduled maintenance items that have cropped up multiple times that should have already raised a flag of concern? Perhaps the vehicle is being used in the wrong application or there’s something negative occurring with the vehicle or that particular make and model. You want to know whether the truck has had proper preventive maintenance, otherwise its life capabilities on the backend are going to be affected. This gets into a lot of time-consuming analysis, but it certainly helps you determine the feasibility of extending a particular vehicle’s service life.” ■ Limiting vehicle duty cycle.

7 RISKS TO AVOID WHEN CONSIDERING EXTENDING TRUCK LIFE

■ Uncovered, catastrophic

repair costs. ■ Downtime costs. ■ Employee morale challenges. ■ Company image issues if trucks

look rundown. ■ Unbalanced cash flows due to

unplanned maintenance costs. ■ Diminished fuel economy, compared to new equipment. ■ Managing higher volume of complaint calls about the equipment.

“It is important to not allow the truck to continue operating at the same level as prior to the extension, because the wear on the vehicle and associated costs will accelerate as it ages,” said Foster of ARI. “By reducing the impact and keeping up with maintenance, operating costs will be kept in check.” ■ Shifting vehicle assignment. What about moving high-mileage trucks to a lower mileage application? Is this a viable strategy for extending vehicle life? “It can be,” said Gillies. “The challenge here is that the driver who receives the older vehicle is usually not going to be happy, which can create negative effects.” ■ Proactive communication. How can fleet managers overcome driver acceptance issues when keeping older vehicles in service? “Be upfront with your communication so that the driver understands that, yes, the truck probably should have been replaced sooner, but due to market conditions, the company is having to push out the replacement cycle for a few months or however long it may be,” advised Gillies. “So ask for the driver’s help in properly taking care of the vehicle and offer expectations as to when [drivers] can expect a replacement.” ■ Driver training. “When you’re considering an extended replacement cycle, it might not be a bad idea to revisit training on the

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proper and optimal use of the truck so that there isn’t any overuse or overloading of the equipment,” Gillies recommended. “Work on driver habits to better manage fuel consumption to help with overall cost until you get the replacement unit. This way the driver comes away with a better understanding of how to take care of the vehicle to promote longer life of the vehicle and equipment.” ■ Extended warranties. Can an extended warranty support a strategy for longer replacement cycles? “It can. However, by the time you’re in the position that you realize you need to extend the life of the vehicle, you’re beyond the point of being able to purchase anything,” said Gillies. “On the front end, to purchase extended warranty coverage that is going to take one out beyond, say, five years, whatever the mileage parameter is, is getting quite expensive. You have to look at the total cost of ownership perspective to see if it makes financial sense.” Nelson of Wheels recommends fleet managers consider extended warranties at the time of vehicle purchase as “insurance” in case they need to extend the replacement cycle for the vehicle down the road. “The majority of medium-duty trucks we quote have some form of extended powertrain coverage beyond the base factory warranty, which gives the client some leeway on the end of the cycle to feel confident that the truck is still not beyond its expected service life and will continue to perform well,” he explained.

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THE BOTTOM LINE “This may sound obvious, but doing all the preventive maintenance items (oil changes, fluid levels, checking air pressure, etc.) on time can have a huge impact on the life of your vehicle. This will help keep unexpected repairs to a minimum, downtime in check, improve fuel economy, and give you the option to extend the life of the vehicle,” said Jastrow of GE Capital. WT www.worktruckonline.com NOVEMBER/DECEMBER 2011 WORK TRUCK 31

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15-POINT HOW TO SELECT THE

Whatever the job, there is probably a light-duty pickup truck that can be spec’d to fit the bill. By Sean Lyden FORD RANGER

ight-duty pickup trucks can be used for a wide range of jobs, from hauling plywood, sheet rock, stone pavers, heavy tools, or ladders to pulling a Bobcat on a trailer or transporting crew over rugged offroad terrain. Whatever the job — within certain limits — chances are a pickup truck can be spec’d to do it. The challenge is sorting through the various options available on the market today to select a truck that strikes the right balance between overall performance, hauling and/ or towing capacity, fuel economy, and acquisition cost. How do you choose a pickup that best fits your fleet’s application — and budget? DEFINING THE REQUIREMENTS: 8 Factors to Consider The first step is to understand and define exactly what the pickup needs to do. Create a performance require-

AT A GLANCE Picking the right pickup for a fleet application requires looking at a number of factors, including: ■ Payload. ■ Trailering. ■ Bed size. ■ Cargo management. ■ Crew capacity.

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ments worksheet that addresses these eight factors: 1. Payload. What is the truck intended to haul? How much will the maximum load weigh? 2. Trailering. Will the truck be hauling a trailer? What size? How much total weight will be towed, including the weight of the trailer and its contents? 3. Bed size. How much cargo room will be needed to carry the load? 4. Cargo management. How will the load be carried and secured? 5. Crew capacity. How many people, including driver, will the truck need to carry? 6. Annual miles. How many miles will the truck be operated per year? 7. Driving conditions. Will the truck be used at primarily highway speeds or for inner-city stop-and-go type applications? Will the truck be at constant, diminishing, or minimal load? Will the truck be driven primarily in hilly or mountainous conditions or flat terrain? 8. Off-road use. Does the truck need to travel off-road? If so, how often will you need off-road capabilities? How harsh are the conditions — e.g., mud, dirt roads, loose gravel, hilly terrain, or steep slopes? 15-POINT CHECKLIST Once the requirements have been defined, with a clear idea of the capabilities and

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capacities needed, you can then begin specifying the truck to do the job. Here is a 15-point checklist to help guide the process, ensuring the specs align with the fleet’s requirements:

1PICKUP TRUCK SEGMENT & CLASSIFICATION

There are two primary pickup segments: mid-size and full-size. The mid-size segment covers trucks with gross vehicle weight ratings (GVWRs) ranging from 4,300 to 6,000 lbs. Examples of trucks in this class include the Ford Ranger, Chevrolet Colorado, GMC Canyon, Dodge Dakota, Toyota Tacoma, and Nissan Frontier. The full-size segment includes GVWRs from 6,400 to 13,300 lbs. and is further divided into three classes: ½-ton, ¾-ton and 1-ton pickups. These labels no longer accurately reflect the truck’s payload capabilities (for example, today’s ½-ton pickup offers a payload capacity closer to ¾-ton or 1,500 lbs.), but the industry continues to use these terms to demarcate the three classifications of full-size pickup. What size truck works best for the fleet’s application? Here’s a breakdown for each segment and classification. Mid-size (GVWR: 4,300-6,010 lbs.) Application: The payload is less than 1,500 lbs. and/or the truck is hauling

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CHECKLIST: RIGHT PICKUP FOR THE JOB CHEVROLET SILVERADO/GMC SIERRA

a small trailer with total weight below 5,000 lbs. Also the cargo does not require a cargo bed larger than 5-6 feet. Full-size ½-ton (GVWR: 6,4008,200 lbs.) application: The payload is 1,500-2,000 lbs. and/or the trailer capacity needed is between 5,000 lbs. and 10,000 lbs. Gains are seen with a maximum bed length at eight feet, two feet longer than the largest mid-size truck bed, unless a crew cab is selected (four full doors), which limits bed length between 5.5 and 5.7 feet. Full-size ¾-ton (GVWR: 8,65010,000 lbs.) application: The payload is 2,000-4,000 lbs. and/or the needed trailer capacity is up to 16,000 lbs. Maximum bed length is 8-feet, including crew cab configuration, unlike the ½-ton. Full-size 1-ton (GVWR: 9,900-13,300 lbs.) application: The payload is between 3,000 lbs. and 6,500 lbs. and/or hauling a trailer with a total weight up to 21,000 lbs. Maximum bed length is 8 feet, including crew cab configurations.

2 ENGINE TYPE AND SIZE Once the truck size has been selected, the engine options will have narrowed down. Mid-size trucks. If it’s been determined a mid-size truck will do the job, there’s the option of four-cylinder, V-6, and V-8 gasoline engines, depending

CHEVROLET COLORADO

on the manufacturer. Spec the smaller engine for light payload, non-towing applications. This will lower acquisition cost and offer optimal fuel economy. For greater hauling, towing capacity, and top-end speed, select among the larger engines. Full-size ½-ton. Options here include V-6 and V-8 gasoline engines and hybrid gasoline-electric (offered by Chevrolet Silverado, GMC Sierra). As with the mid-size trucks, the V-6 typically offers the lowest acquisition cost and — except in the case of the hybrid — the best fuel economy. However, towing capacity is sacrificed, which increases substantially with a V-8. Consult the truck manufacturer on selecting the engine in its ½-ton lineup that best fits the fleet’s towing, hauling, and fuel-economy objectives. Full-size ¾-ton and 1-ton. With the full-size, ¾-ton, and 1-ton there is the choice of either gasoline or diesel engine. Which is the right application? The advantage of diesel, compared to the gasoline engine, is that it offers up to 30-percent better fuel economy and greater pulling power. However, the premium for the diesel option can be as much as $7,000-$8,000 higher than the gasoline engine-equipped truck. Therefore, the truck would need to travel enough miles per year to realize sufficient fuel savings to recoup the higher initial cost of the diesel engine. The typical rule of

GMC CANYON

thumb is 25,000-30,000 or more annual miles need to be accumulated for the diesel option to generate a reasonable payback. Run the numbers based on current and projected fuel prices for both gas and diesel, the additional acquisition cost for the diesel engine option, estimated fuel economy for the gasoline and diesel engines, and annual miles to determine whether it makes financial sense to pay more for the diesel upfront. Depending on the manufacturer and class, there may be only one engine option. For example, the 2011 Ram 3500 offers only the diesel engine, whereas with the Ram 2500 there is the choice of either gas or diesel. Also, refer to your trailering requirements. If the truck needs to tow more than 15,000 lbs., chances are the diesel engine may be the only option for the job.

3 TRANSMISSION Manual or automatic transmission? Depending on the truck segment, class, and manufacturer, the decision may be made for you. For example, mid-size trucks typically are available in both manual and automatic. However, when you move up to full-size, most manufacturers offer only an automatic, ranging from 4-speed to 6-speed, depending on the engine selection. (One exception among full-size

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Pickup Checklist trucks: The Ram 3500 comes standard with a manual transmission.) If there’s a choice between manual or automatic, which is the best one for a particular application? The typical advantages of manual transmissions include lower acquisition cost and better fuel economy. The downside is that not all drivers know how to operate a manual transmission, which could limit the pool of available drivers for that truck. Automatic transmission is easier to drive than manual, which expands the driver pool, and usually offers higher towing capacities.

4 REAR/DRIVE WHEEL-AXLE RATIO Here’s the typical rule of thumb: The higher the numerical ratio, the slower the gear will be. This higher ratio gives a truck greater pulling power, but since the engine must work harder to spin the driveshaft more times for each turn of the rear wheels, fuel economy is sacrificed. The inverse also holds true. When the numerical ratio is lower, the available top-end speed increases. And, since the engine doesn’t have to work as hard to turn the wheels faster, fuel economy improves. The downside is that pulling power diminishes. In some cases, engine selection will dictate available drive-axle ratio. For example, the only drive-axle ratio available with the diesel engine for the Chevrolet Silverado 2500 HD is the 3.73 gear. Chevrolet’s gasoline engine options offer a wider range of axle ratios to choose from.

5 PICKUP BOX SIZE Mid-size pickup beds range from 5.1 feet to 6.4-feet in length, depending on cab configuration. Full-size pickups typically offer three bed sizes up to 8.1-feet long, depending on cab configuration and truck manufacturer, for example: ■ Standard bed: 6.3-6.6 feet. ■ Long bed: 8.0-8.1 feet. ■ Short bed: 5.5-5.7 feet (only available

on ½-ton class, Crew Cab models).

The only drive-axle ratio available for the Chevrolet Silverado 2500 (above) is the 3.73 gear. Chevrolet’s gasoline engine options offer a wider range to choose from.

What size bed will best carry a load? If hauling sheets of plywood, for example, the 8-foot-long bed is usually the best fit. However, with the longer beds, the truck’s price increases and maneuverability is sacrificed (which impacts safety).

6 TWO- OR FOUR-WHEEL DRIVE Will the truck need to operate in off-road conditions? If so, how often would it be anticipated that the driver would have to engage the four-wheel drive for added traction? These questions are important because the incremental cost for four-wheel drive can be as much as $4,000. Does the application warrant this extra cost? If so, then it’s money well spent. If not, stick with two-wheel drive.

7 REAR SUSPENSION Why is the rear suspension important? What does it impact? What happens if the suspension is mismatched? If the truck is driven primarily in empty load situations but spec’d with a beefed up rear suspension designed for heavier loads or pulling a trailer, a rougher ride will be experienced when the truck is empty — and fleet most likely paid more upfront for the heavier-duty suspension On the other hand, if a “smooth ride” suspension is spec’d, but the truck is kept under constant heavy load or regularly pulls a trailer, there’s a risk of creating premature maintenance issues and shortening the truck life.

8 REAR-DRIVE AXLE DIFFERENTIAL The drive axle differential transmits power to the drive wheels while allowing them to rotate at different speeds (hence the term “differential”). The need for the wheels to turn at different

speeds is required when turning corners, when the inner wheel travels a shorter distance than the outer wheel. The differential becomes especially important to counter slick situations (e.g., ice, water, or mud). There are three types of differentials to consider: Open differential. The drive wheels both move at equal force — as long as both wheels remain in contact with the road and have traction. However, if one wheel slips on ice, for example, more torque is sent to the wheel that spins. If the slipping wheel completely loses traction, all power is sent to that wheel, and there is no forward momentum. This is typically the lowest cost option. Limited-slip differential. This is designed to “limit” the tendency of the open differential to send power to a wheel that lacks traction and redirects that power, to a degree, to the other wheel of the axle. Under normal operating conditions, this differential will send power to both wheels equally when traveling forward. However, when one wheel spins due to lack of traction, the differential will automatically provide torque to the other wheel with traction. It “limits” the loss of torque to a slipping wheel through various mechanisms, such as clutches, gears, and other methods, but it does not provide 100-percent lock-up of differential in extreme conditions. Locking differential. This offers best traction in slick or off-road conditions, even in two-wheel drive mode. It uses a mechanism that “locks” left and right wheels and turns them at the same speed regardless of how little traction a slipping wheel has. This means traction can be sent to a wheel that may be firmly on the ground while the other wheel is completely off the ground. The incremental cost for a locking differential is approximately $300, depending on manufacturer.

9CAB CONFIGURATION This determines the number of crew that can safely be carried in the vehicle. The actual terms used for each configuration differ from manufacturer to manufactur-

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Pickup Checklist er (See sidebar: “Cab Configuration Nomenclature”), but here’s a breakdown of each of the three configurations, using generic terms: Regular/Standard Cab. One bench or two bucket seats. There’s no secondrow seating and (usually) no substantial storage behind the seat. Extended Cab. Truck has either jump seat or full bench seat in the rear. There’s limited legroom compared to the larger crew cabs. The rear doors often open toward the rear. Crew Cab. Full-size, second-row seating with full four doors that swing open toward the front. For mid-size and fullsize ½-ton pickups, bed length is sacrificed for the crew cab. When moving up to the full-size ¾-ton and 1-ton models, there are no bed-size limitations with the crew cab.

10 SEAT MATERIAL Vinyl, cloth, or leather seats? The answer impacts driver comfort, acquisition cost, and seat durability. Vinyl seats. Vinyl seats are the lowest cost option, built for durability and standard on most work truck configurations. The downside is for trucks that operate in extreme heat environments where the vinyl seats can get uncomfortably hot for drivers and crew. Cloth seats. Cloth seats help dissipate extreme temperatures and are often more comfortable than vinyl but are also more difficult to keep clean, as dirt can get ground into the fabric. Leather seats. Leather seats are usually reserved for a high-level supervisor or company executive pickups. This is the highest cost option but often offers maximum comfort with features including heated seats and lumbar support. It’s also the least durable in harsh work conditions, susceptible to heat cracking and tears.

11 SEAT CONFIGURATION Bench or bucket seats? This answer impacts crew capacity. A full-size regular cab pickup with a bench seat, for example, provides three-person capacity;

Among the trucks in the midsize category is the Dodge Dakota (above). The mid-size segment covers trucks with GVWRs ranging from 4,300 lbs. to 6,000 lbs.

buckets only offer two-person. However, the advantage of bucket seats is that they offer seat adjustment and other comfort features that the bench seat often does not.

12 COMFORT AND CONVENIENCE OPTIONS

In most cases, air conditioning is standard, so the focus here is on options such as power windows, power door locks, and cruise control, which usually don’t come standard on work truck packages. The incremental cost can be a few hundred dollars for these options but may be worth it, depending on the application. Will the truck be driven long distances, primarily at highway speeds? If so, cruise control may be worth the cost to reduce driver fatigue. If there’s concern that drivers might forget to manually lock passenger doors (and leave the truck vulnerable to theft), then power door locks may be worth it.

13 SIDE-VIEW MIRRORS If the truck is used for towing, consider extendable mirrors to give maximum

CAB CONFIGURATION NOMENCLATURE Four Full Doors. Full-size, second-row seating with full four doors that swing open toward the front: ■ Crew Cab (Chevrolet, GMC, Nissan). ■ Quad Cab (Dodge). ■ Double Cab (Toyota). ■ Super Crew (Ford). ■ CrewMax (Toyota Tundra). Limited Rear Seating. Truck has either jump seat or full bench seat in the rear: ■ Extended Cab (Chevrolet, GMC). ■ King Cab (Nissan). ■ XtraCab (Toyota). ■ Access Cab (Toyota, with rear doors). ■ SuperCab (Ford). ■ Club Cab (Dodge Dakota).

visibility around the trailer. If the truck is being operated in harsh winter conditions, look into heated mirrors to expedite defrosting.

14 HITCH TYPE Will the truck be pulling a trailer? If so, how much weight and what type of trailer? The answers to these questions will help determine the right hitch. Here are typical hitch options for pickups: Receiver hitch. This is the most common hitch option, and is located below the rear bumper, often with a ball or heavy-duty pintle hook attached to it. This hitch allows a trailer to be pulled without impacting cargo capacity in the pickup bed. Gooseneck ball hitch. This hitch is attached to the frame near the rear axle. Fifth wheel. This hitch is a large horseshoe shaped plate, located at the center of the bed. The fifth-wheel hitch offers maximum towing capacity.

15 CARGO MANAGEMENT How will the payload be carried and secured? Will you need toolboxes to organize loose parts and tools? What about an aluminum or fiberglass topper that covers the entire bed to protect equipment and materials from weather or theft? Will you be hauling large ladders or long pipe materials requiring an overhead rack system? The answers to these questions will dictate the accessories needed to safely transport cargo and make it easily accessible at the jobsite. THE BOTTOM LINE The key to selecting the right pickup is to know exactly what you need the truck to do — from payload to towing to mileage to terrain to crew capacity. When the time is invested upfront to define the truck performance requirements and follow these 15 points to guide truck selection, you’ll gain peace of mind and confidence that the new truck will do the job. WT For an expanded version of this article, go to www.worktruckonline.com.

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ALL ABOUT MEDIUM-

REAR SUS

When developing a suspension specification, it’s important to determine what attributes are most important to the application.

he rear-suspension selection process is relatively simple with light-duty trucks (Class 1-2), where at most there may be three or four options to choose from, usually labeled with simple-tounderstand descriptions, such as “smooth ride suspension,” “max payload,” and “heavy-duty trailering.” Medium-duty trucks (Class 3-6) are a different story, with as many as 20 or more rear suspension options to consider, each impacting a truck’s payload capacity, ride quality, stability, safety, and overall cost. Why do medium-duties offer substantially more rear suspensions for any given make and model truck? “We see more medium-duty suspension options over the lighter-duty markets because there are more varied payload applications and operating terrains for a medium-duty truck that require a wider band of suspension options — not only to meet the application needs but to also control truck procurement costs,” explained Mark Faro, product marketing vocational segment manager for Freightliner Trucks. “Additional

factors are likely the tighter price competition on a light-duty vehicle that mandate fewer options to simplify manufacturing and the larger build volumes in the light-duty market that dictate tighter option control.” With myriad suspension options available in the medium-duty market, what should fleet managers consider when selecting the most suitable rear suspension for the job? Faro recommended fleet managers keep the following 10 points in mind:

AT A GLANCE

For medium-duty trucks, from 14,001lbs. to 26,000-lbs. gross vehicle weight rating (GVWR), Faro said there are two predominant suspension types: Multi-leaf. “Multi-leaf suspensions provide extra stability and rigidity in applications that require heavy loads on the rear axle,” Faro said. “They’re also cost effective and provide a good

When spec’ing rear-axle suspensions for medium-duty trucks, some items to keep in mind include: ■ Payload requirements. ■ Suspension type. ■ Ride quality and roll stability. ■ Stiffness and articulation. ■ Suspension weight.

1PAYLOAD REQUIREMENTS “Payload requirements are the most important consideration for correct suspension selection,” Faro said. “Accurately project what the truck will be hauling, how much it weighs, and the potential for overload. A correct rear suspension spec should leave a small buffer for payload capacity, without going to extremes. An overloaded suspension could lead to premature failure; an under-loaded suspension could cause a harsher ride.”

2 SUSPENSION TYPE

fit for purchases driven by price.” Air ride. “Air ride suspensions provide for superior ride quality, whether laden or unladen, and there are several that have been specifically designed for vocational applications. The suspension’s airdump capability lowers the chassis height and enables easier loading and unloading,” Faro explained. “Air ride suspensions also carry a higher price tag than multi-leaf spring suspensions.”

3 RIDE QUALITY “A suspension that is too rigid for the application will ride rough and cause discomfort for the vehicle operator,” Faro said. “For applications where the truck is typically always laden, such as service and lube trucks, this [rough ride issue with rigid suspensions] is minimized.”

4 ROLL STABILITY “High center-of-gravity applications need suspensions that have horizontal

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-DUTY TRUCK

S PENSIONS

6 QUESTIONS TO CONSIDER WHEN SELECTING MEDIUM-DUTY REAR SUSPENSIONS

(Above) Freightliner AirLiner family of rear suspension options keeps weights lower and payloads higher. Maintenance-friendly features include doublebonded rubber bushings on moving joints.

1. What rear suspension weight capacity best supports the truck’s cargo weight requirements? 2. Which suspension type fits the truck’s application? 3. Will the truck be operating off-road or on unlevel terrain? 4. Will the truck haul fragile materials, requiring a smoother-ride suspension to minimize potential for damage? Or does the truck’s payload consist of dense and durable cargo, requiring a heavier-duty, stiffer suspension to support it? 5. Is the suspension compatible with the truck’s wheelbase? Or will there be any interference issues? 6. Does the selected suspension strike the right balance between ride quality, roll stability, stiffness, articulation, and cost?

7SUSPENSION WEIGHT roll stiffness to keep the vehicle upright and tracking properly,” Faro advised.

5 STIFFNESS “Trucks that routinely carry heavier loads need a suspension that has vertical stiffness to support the weight and also minimize performance issues and maintenance concerns,” Faro said.

6 ARTICULATION “In construction and other off-road applications, where the terrain can be rough and unlevel, suspensions with high degrees of articulation may be required to maintain a maximum uniform down force at all wheel ends to prevent the suspension from bottoming out,” Faro explained. “This will likely mean going to a heavier weight suspension to achieve the needed level of articulation. The high articulation provides better traction and maneuverability on rougher terrain.”

“The weight of the multi-leaf and air ride suspension in the 10,000-lb. to 18,000-lb. capacity range are quite comparable, with the air ride suspension typically weighing about 20 lbs. lighter. As would be expected, air springs can be built lighter than steel leaf springs. This plays more of a factor in heavier applications where the increased suspension weight affects payload capacity,” Faro said.

8 CARGO TYPE “An air suspension, for example, offers a smooth ride that provides a better means of protecting fragile loads,” Faro said.

9 CHASSIS WHEELBASE “In short wheelbase configurations, it can be more difficult to locate air suspension components and find room for air reservoirs and other chassis requirements,” Faro said.

Consult your truck manufacturer or fleet management rep to determine whether there are any potential compatibility issues with chassis wheelbase and rear suspension requirements.

10 COST “What attributes — such as ride quality, roll stability, durability, and weight — are most needed? What are the tradeoffs?” Faro asked. “Specifying too much suspension adds to the cost. Also, air ride suspensions, while offering superior ride quality, come at an increased cost over multi-leaf suspensions.” THE BOTTOM LINE Faro put it this way: “There is rarely a ‘one-size-fits-all’ suspension that will meet all of the ride quality, roll stability, tractive force, durability, and productivity needs of a given application. So, when developing a suspension specification, it’s important to determine what attributes are most important to the application and then decide on the tradeoffs you’re willing to make.” WT

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➠

PRODUCT HIGHLIGHTS:

TRUCK PRODUCTS: DEF MANAGEMENT

➠ WARM WEATHER ATLAS DEF DISPENSER The new Warm Weather Atlas DEF Dispenser by Gasboy, a Gilbarco Veeder-Root brand, shares the same components as the standard Atlas DEF model, but does not include a heated cabinet required for locations that can see temperatures approach the DEF freeze point of 12 degrees Fahrenheit (-11 degrees Celsius). The Atlas line of DEF dispensers will minimize the operator’s total cost of ownership by offering choices appropriate for the fleet location’s climate, according to Gasboy. Fleet operators can integrate control and management of DEF into existing cardlock, reporting, and management infrastructure. All Atlas DEF dispenser models are fully compatible with Gasboy and other existing fleet management systems, because they use the same communication inThe new Warm Weather Atlas terfaces as standard Gasboy Atlas dispensers. The Atlas DEF DEF Dispenser dispensers also have the compact Gasboy footprint to minidoes not include mize space requirements on existing islands or skid tanks and a heated cabinet, which is required the same rugged construction as all Gasboy Atlas models. for locations that For more information: www.gasboy.com approach the DEF freeze point.

➠ GILBARCO ENCORE S DEF+1 DISPENSER The Gilbarco Encore S DEF + 1 dispenser features an industry-exclusive stainless steel mass flow meter that measures DEF accurately and reliably and is Weights & Measures approved, according to the manufacturer. The dispenser is designed specifically to prevent DEF freezing and crystallization with a thermostat-controlled, heated cabinet, and specially designed optional hanging hardware. The hydraulics are stainless steel to protect against corrosion. By the end of 2015, 75 percent of trucks on the road will require DEF, according to Gilbarco. More ro than 150 Gilbarco Encore S units that dispense DEF th only are already installed at U.S. truck stops. o The new fuel dispenser operates as an Ultra-Hi flow diesel master that can work with an Encore S diesel Ultra-Hi flow satellite unit on the other side of d the truck to fill both diesel tanks simultaneously. The th Ultra-Hi flow diesel master also offers DEF, minimizU ing the need for drivers to visit multiple locations for in their fluid needs. th For more information: www.gilbarco.com The Gilbarco Encore S DEF+1 Dispenser was designed to prevent DEF freezing and crystallization with a thermostat-controlled, heated cabinet.

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➠ BLUEFUELER SERIES DEF DISPENSERS The BlueFueler Series DEF dispenser by Bennett is designed for use in commercial and retail locations and provides users with a solid return on investment due to high reliability and low cost of ownership, according to the company. The dispensers feature a Weights & Measures-certified DEF meter, stainless steel rotary meter, optional pulser output for interface to popular cardlock systems, single board electronic design, corrosion-resistant construction, and UV protection. The hydraulic lines include check valves to ensure wetted components. Additional features include LED back lighting; low tote or tank indicator lights (available in suction units only); a local preset option available by dollar or volume; and volume measurement available in gallons, liters, or imperial gallons. Models include: ● 105S - 5 GPM (gallons per minute)suction, commercial (gallons-only). ● 110S - 10 GPM suction, commercial (gallons-only). The BlueFueler ● 110R - 10 GPM remote, commercial (gallons-only). Series of DEF dispensers are avail● 205S - 5 GPM suction, retail (dollar and gallon). able in six models for ● 210S - 10 GPM suction, retail (dollar and gallon). use in commercial ● 210R - 10 GPM remote, retail (dollar and gallon). and retail loctions. For more information: www.bennettpump.com

➠ POWERBLANKET SURFACE HEATERS Powerblanket’s line of wraparound DEF heaters offer a solution for year-round temperature control of DEF totes, pumps, and dispensing units. Utilizing patented GreenHeat Technology, the heaters provide filling stations, fleet managers, and other users with a barrier of insulated heat that protects against freezing in cold weather environments. GreenHeat Technology is a heat-spreading system designed to provide an efficient and uniform distribution of heat while consuming low levels of energy. The technology allows DEF products to be safely and consistently warmed without compromising the chemical integrity of the DEF. By applying heat to a DEF container externally, Powerblanket’s heaters eliminate the potential for contamination, localized boiling, and purity failures associated with submersible heaters, according to Powerblanket. The DEF heaters are manufactured and certified to UL, CSA, and ETL safety standards, as well as GreenHeat Technology environmental standards. Two standard models are available for 275and 330-gallon tote sizes, and custom sizes are also available upon request. By maintaining consistent temperature for the entire unit, the heaters ensure year-round functionality of DEF containers, pumps, valves, hoses, and nozzles. Standard Powerblanket DEF heaters are rated to -10 degrees Fahrenheit (-23 Celsius) while Arctic versions are rated to perform in temperatures as low as -40 degrees Fahrenheit (-40 Celsius). The insulated GreenHeat design will also provide several hours of extended protection in the event of a temporary power failure. The heaters also serve to shield DEF from damaging UV rays, thereby protecting the fluid even in instances where cold weathPowerblanket Surface Heaters provide fleet managers er is not a concern. with a barrier of insulated heat that protects in cold weather For more information: www.powerblanket.com environments.

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END OF FRAME EDITORIAL

BY MIKE ANTICH

Pros & Cons of New Medium- & Heavy-Duty Truck Fuel Standards

edium- and heavy-duty trucks comprise 4 percent of the total vehicles on the road, but account for 20 percent of the fuel consumed and 20 percent of the greenhouse gases (GHG) emitted by the transportation sector. Now, for the first-time ever, fuel economy standards for heavy- and medium-duty trucks over 8,500 lbs. will be regulated by the federal government. The new regulations will cover trucks built in 2014 through 2018. Everyone agrees that the immediate impact will be higher acquisition costs, which are estimated to increase by an average of more than $6,000, but will be offset by reduced fuel costs over the life of the vehicle. This will be on top of the $6,000-$10,000 increase in acquisition costs to meet the 2010 diesel emission standards, the all-new cost for diesel exhaust fluid (DEF), and the $0.06 cents per gallon increase for ultra-low sulfur diesel. These new fuel efficiency rules impose different standards on three categories of work trucks: combination tractors (semi-trucks that typically pull trailers); heavy-duty pickups and vans; and vocational vehicles, such as transit buses, garbage trucks, etc. Combination tractors must achieve up to a 23-percent reduction in fuel consumption and GHG emissions by MY-2018. Heavyduty trucks and vans must achieve a 10- to 15-percent reduction in fuel economy and a 12- to 17-percent reduction in GHG emissions by MY-2018, depending on whether they run on gasoline or diesel. Vocational trucks, such as delivery trucks, buses, and garbage trucks, must reduce fuel consumption and GHG emissions by 9 percent by MY-2018. Within each of these categories, even more specific targets are laid out based on the design and purpose of the vehicle. For example, there are differentiated standards for nine subcategories of combination tractors, based on three attributes: weight class, cab type, and roof height. The government released no mpg equivalent for the new standards, saying that doing so it would be confusing due to the different vehicle categories,

the different vehicle types in each category, and the varying payloads of each.

NEW REGULATIONS ENDORSED BY OEMS The new national policy to increase fuel efficiency and decrease GHG emissions was endorsed by Navistar, Volvo, Chrysler, Con-way, among others, and the American Trucking Associations, whose members have been pushing for some time for fuelefficiency standards. Engine and vehicle manufacturers have a number of options to comply with the standards, such as reduce idling, aerodynamic improvements, reduce weight, and the introduction of advanced engine and transmission technologies. According to the Diesel Technology Forum, diesels provide a unique technology platform suitable for expanded use of hybrid powertrains and lower-carbon renewable fuels — both viable strategies for reducing GHG emissions in the future. The new fuel-efficiency program is projected to save 30 million barrels of oil and reduce GHG emissions by 270 million metric tons. Presently, truck fleets consume 23 billion gallons of diesel annually. Cumulatively, truck fleets are projected to save $50 billion in reduced fuel expenditures over the life of the plan. Proponents argue that as operating costs decrease, due to more fuel-efficient trucks, business owners can invest that money in goods and services across the economy. Proponents also contend the standards will help the U.S. retain a leadership position in the manufacture of more fuel-efficient and hybrid trucks. However, some proponents complain the standards didn’t go far enough. For instance, the standards don’t mandate the production of more aerodynamic, lightweight trailers, which, according to these critics, is a missed opportunity to further reduce fuel consumption.

THE OTHER SIDE OF THE STORY Nearly 96 percent of the registered motor carriers in the U.S. operate 20 or fewer

trucks. One group that opposed the new regulations was the Owner-Operator Independent Drivers Association (OOIDA), which has 15,000 members. The association said the new regulations would increase costs for small businesses. The OOIDA said higher acquisition prices will increase pressure to defer replacement and to keep less fuel-efficient, higher-emissions trucks in service for longer periods. Other critics argue that the use of advanced engine and transmission technologies will increase maintenance and repair costs. These critics point out that the CAFE standards have failed to accomplish their purpose. Oil imports have not decreased. In fact, they have increased from about 35 percent of supply in the mid-1970s to 52 percent today. Likewise, consumption has not decreased. As fuel efficiency improves, consumers have, on average, increased the number of miles driven, offsetting the gains in higher mpg. According to critics, not only has CAFE failed to meet its goals, it has had tragic consequences. As vehicles became lighter to achieve higher mpg to meet the standards, the number of fatalities from crashes has risen. Some studies estimate that between 1975 and 1990, 40,000 people died in crashes who would have survived if they had been traveling in a bigger, heavier vehicle. Increasing the use of lighter weight materials, such as aluminum, plastics, or composites will reduce fuel consumption, generate a different set of environmental impacts, and result in different kinds of indirect energy consumption. GHG emissions from the production of substitute materials, such as aluminum, would substantially offset emission reductions achieved through improved fuel economy. Regardless of where you stand on the pros and cons, this is now the law of the land, which will have a substantial and long-lasting impact on the truck industry for the balance of this decade and beyond. Let me know what you think. WT mike.antich@bobit.com

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THE ZERO COMPROMISE

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WORK-READY VEHICLES

BUSINESS CENTRAL DEALERS KNOW DOWNTIME IS MONEY. SO WE KEEP VEHICLES ON

OUR LOT, AVAILABLE AT A MOMENT’S NOTICE. OUR WIDE LINEUP INCLUDES THE 2011 CHEVROLET SILVERADO HD AND GMC SIERRA HD. BOTH HAVE BEEN REDESIGNED FOR EXCEPTIONAL STRENGTH AND CAPABILITY, BOASTING A MAXIMUM PAYLOAD OF UP TO 6,635 LBS.1 AND A CONVENTIONAL TOWING CAPACITY OF UP TO 17,000 LBS.2 BUSINESS CENTRAL DEALERSHIPS KEEP BUSINESSES MOVING. GMBUSINESSCENTRAL.COM Requires Regular Cab model and gas engine. Maximum payload capacity includes weight of driver, passengers, optional equipment and cargo. Requires available 6.6L Duramax® diesel engine. Maximum trailer weight ratings assume a properly-equipped base vehicle, plus driver. See dealer for details. Shown with equipment from an independent supplier and is not covered by the GM New Vehicle Limited Warranty. GM is not responsible for the safety or quality of independent supplier alterations. ©2011 General Motors LLC 1 2

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