Ew0914combined by Tony Brock

equipmentworld.com | September 2014

速

P.19

DEF

THE NINE THINGS YOU NEED TO KNOW ABOUT DIESEL EXHAUST FLUID

ARTICS: P.28 New models, fuel savings emerge from Tier 4 Final

Text INFO to 205-289-3715 or visit www.eqwinfo.com

Vol. 26 Number 9 |

table of contents | September 2014

Cover Story

DEF:

WHAT IS IT AND WHY DO YOU NEED IT?

Nine mustknows about the fluid for Tier 4 machines.

Equipment 13

Marketplace

Komatsu America’s WA200-7 wheel loader, Hyundai’s new line of hydraulic breakers, Topcon Positioning Group’s GLS-2000 laser scanner and Attachment International’s Super Land Plane skid steer attachment.

Machine Matters

Tier 4 Final tweak increases artic fuel efficiency.

EquipmentWorld.com | September 2014

table of contents | continued

Departments

equipmentworld.com facebook.com/EquipmentWorld twitter.com/Equipment_World

9 On Record Values in Vegas 11 Reporter Chinese equipment show open for registration 41 Product Report Directional drills

Editorial Director: Marcia Gruver Doyle Executive Editor: Tom Jackson Managing Editor: Amy Materson Online Managing Editor: Wayne Grayson Executive Trucks Editor: Jack Roberts Spec Guide Editor: Richard Ries Editorial Intern: Brittany Johnson editorial@equipmentworld.com Art Director: Tony Brock Advertising Production Manager: Sheana Sexton production@equipmentworld.com Senior VP, Market Development, Construction Media: Dan Tidwell VP of Sales, Construction Media: Joe Donald sales@randallreillyconstruction.com

47 Safety Watch

Know when and where to dig when felling trees with an excavator

51 Quick Data Dozers 53 Contractor of the Year finalist

Brian Winkler, Wm. Winkler Company, Newman Lake, Washington

3200 Rice Mine Rd NE Tuscaloosa, AL 35406 800-633-5953 randallreilly.com Chairman/CEO: Mike Reilly President: Brent Reilly Chief Process Officer: Shane Elmore Chief Administration Officer: David Wright Senior Vice President, Sales: Scott Miller Senior Vice President, Editorial and Research: Linda Longton Vice President of Events: Stacy McCants Vice President, Audience Development: Prescott Shibles Vice President, Digital Services: Nick Reid Vice President, Marketing: Julie Arsenault For change of address and other subscription inquiries, please contact: equipmentworld@halldata.com Editorial Awards: Robert F. Boger Award for Special Reports, 2006, 2007, 2008 Construction Writers Association

56 Pro Pickup 2015 GMC Sierra Denali Road Test 66 Final Word They funded interstates, didn’t they?

For subscription information/inquiries, please email equipmentworld@halldata.com. Equipment World (ISSN 1057-7262) is published monthly by Randall-Reilly Publishing Company, LLC, 3200 Rice Mine Road N.E., Tuscaloosa, AL 35406. Periodicals Postage-Paid at Tuscaloosa, Alabama, and at additional mailing offices. POSTMASTER: SEND ALL UAA TO CFS (SEE DMM 507.1.5.2). Non-postal and military facilities: send address corrections to Equipment World, P.O. Box 2187, Skokie, IL 60076-9921 or email at equipmentworld@halldata.com. Rates for non-qualified subscriptions (pre-paid US currency only): US & possessions, $48 1–year, $84 2–year; Canada/Mexico, $78 1–year, $147 2–year; Foreign, $86 1–year, $154 2–year. Single copies are available for $6 US, $9 Canada/Mexico and $12 foreign. The advertiser and/ or advertising agency will defend, indemnify and hold Randall-Reilly Publishing Company, LLC harmless from and against any loss, expenses or other liability resulting from any claims or suits for libel violations of right of privacy or publicity, plagiarisms, copyright or trademark infringement and any other claims or suits that July arise out of publication of such advertisement. Copyright ©2013 Randall-Reilly Publishing Company, LLC All rights reserved. Reproduction in whole or in part without written permission is prohibited. Equipment World is a trademark of Randall-Reilly Publishing Company, LLC Randall-Reilly Publishing Company, LLC neither endorses nor makes any representation or guarantee regarding the quality of goods and services advertised herein.

September 2014 | EquipmentWorld.com

Jesse H. Neal Award, Best Subject-Related Series of Articles, 2006 American Business Media Editorial Excellence Special Section Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Analysis Gold Award, 2006 Midwest-South Region, American Society of Business Publication Editors Editorial Excellence News Section Silver Award, 2005 Midwest-South Region, American Society of Business Publication Editors Robert F. Boger Award for Feature Articles, 2005 Construction Writers Association Robert F. Boger Award, 2002 Sept. 11th Feature Articles

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in high stress areas

• 10” I-beam Crossmembers on 12” centers in outer bays • Covered Knuckle/Boom Trough allows for low-profile transport • Sealed Electrical System and rubber-mounted LED lights reduce maintenance costs • A 3rd Lift Axle offers on-the-road versatility • Adjustable Ride Height Control conveniently located near rear tail channel • Heavy-Duty Pullout Front Outriggers at concentrated weight pivot point provides extra strength

For 40 years, Trail King has been the leader in making “impossible” hauls possible. Backed by our unmatched dedication to engineering quality and customer service, we can find a solution that’s just right for you.

Have a heavy haul? Contact your nearest TRAIL KING dealer or call 800.843.3324 to learn more. Text INFO to 205-289-3715 or visit www.eqwinfo.com

PASSION HAS A NAME

Wirtgen Group Products stand for the world’s leading road building and mineral technologies. Every single one of the four strong brands in the group – Wirtgen, Vögele, Hamm and Kleemann – have been influencing the development of machines and applications all over the world. Our passion is our motivation to continuously perfect our range of products with the customer as the focus of all our activities.

WIRTGEN AMERICA . 6030 Dana Way . Antioch, TN 37013 Tel.: (615) 501-0600 . www.wirtgenamerica.com

ROAD AND MINERAL TECHNOLOGIES

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on record | by Marcia Gruver Doyle

MGruver@randallreilly.com

Value in Vegas Oct. 3rd. That’s the deadline (probably just a few weeks away by the time you get this) to apply to our 2015 Contractor of the Year program, now in its 15th year. But please don’t think of this program as a giveaway. Yes, our 12 finalists get a free weekend in Las Vegas. And it’s true they get VIP treatment from sponsor Caterpillar at the NASCAR Las Vegas race: tent hospitality, driver autographs, pit tours are all included. But what really makes this program dear to the hearts of past finalists is the chance to interact with non-competitors. In a Friday night roundtable discussion and a more informal Saturday morning focus group, finalists get the chance to lay it out: here’s my problem, this is how I did this, this didn’t work, what would you do? They come away with information they can immediately implement into their businesses. For example, Brian Winkler, our featured finalist this month, realized he needed to pull the trigger on GPS after our technology focus group this year, and purchased a system soon after the event. The conversation is so valuable that every year we get the request: “Can we met again? We need to continue this.” (And I’m happy to report we’re making moves in that direction.) Right now, the places at the next Contractor of the Year roundtable are completely open. Won’t you join us?

To apply, go to equipmentworld.com/coy. EquipmentWorld.com | September 2014 9

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1-800 No Sweat® (667-9328) 24/7 Text INFO to 205-289-3715 or visit www.eqwinfo.com

reporter | by Equipment World staff

Chinese equipment show registration opens

ith more than 2,800 exhibitors from 38 countries, the 300,000-square-meter bauma China construction equipment show will be larger than the previous 2012 show, say show organizers. The show will take place Nov. 25-28 in the Shanghai New International Expo Centre. The show targets – among others – contractors, construction equipment manufacturers and trade

and service providers with exhibits of earthmoving, road construction, pipelaying, mining, and material production equipment. It is organized by Messe Munchen International, the producers of the massive every-three-year Munich, Germany, bauma show. Currently, the top five international exhibiting countries are Germany (204 exhibitors), the United States (102), Italy (100), Korea (76) and Japan (52).

To register, go to www.bauma-china.com/en/visitors/register. For further information, go to www.bauma-china.com

Here’s Mud in your mouth: How a snack company developed a road-themed lineup Blame it on Grandma. “My grandmother had a snack mix she called Gravel,” relates Daren Rexroad (but please call him “Rex”), “made of peanuts, pretzels, cereal and white chocolate.” Using her recipe, Rex started experimenting, substituting dark chocolate there, milk chocolate here. Soon he had several snack mixes people were urging him to start selling. But what to call the lineup? Working as an assistant town clerk in Jericho, Vermont, Rex heard the town’s road crew foreman’s voice come over the CB: “The asphalt’s peeling over here, we’re gonna’ need a load of gravel over there, and the mud is pretty bad … ,” the foreman said. Aha. And so Asphalt and Mud joined Gravel, and Rex’s Outrageous Road Crew Crunch line was born. There are now eight regular flavors, including Backfill and Pothole, all which go for $7 a bag. Every flavor – including the seasonal Mistletow (featuring a tow truck) and Dead End (for Halloween) – have a road theme. “We used to have a roller on our Asphalt label and a dump truck for Mud, but it got complicated, so now we just feature a loader on the label of all of our regular mixes,” say Rex, who has never worked in construction. As from the start, he’s open to experimentation. “I’d love to approach Caterpillar and use

a D11 for a Halloween-themed ScareDCat mix,” he adds with a laugh. Growing gradually from a 2006 start, two years ago Rex and wife Annette decided to literally take their marketing on the road. Selling their house, they bought a 36-foot 5th-wheel RV, packed up their three boys (who are “road schooled”) and have toured the country, trying to stir up interest among distributors and retailers in their gluten-free, all-natural products. Production is handled back in Vermont, where three employees hand-batch supplies. His product has gotten notice from construction companies and associations. Asphalt paver Lakeside Industries with offices in Washington and Oregon bought several boxes of Asphalt, asking Rex to attach a company marketing message to the back of the bag, a feature the company actively markets. The Asphalt Institute also grabbed up bags of Asphalt. “It’s rare when we don’t get someone who doesn’t giggle when we talk about our mix names,” Rex says. “It works to get a message across and put a smile on their face.” – Marcia Gruver Doyle

EquipmentWorld.com | September 2014 11

HOW CAN TRACTORS GET 5% BETTER FUEL ECONOMY?

THE NEW ALLISON TC10 TRACTOR TRANSMISSION ™

NOW AVAILABLE ON INTERNATIONAL TRUCKS

The answer is simple thanks to FuelSense® and the TC10. Real world test fleet users found an average 5% fuel economy improvement with the new Allison TC10 tractor transmission over their current manual or automated manual transmissions. Regardless of driver experience or expertise, it automatically achieves the best fuel economy. The TC10 shifts at just the right points on the power curve, with virtually no loss of acceleration, right into cruise gear. And because it’s an Allison Automatic, the TC10 doesn’t require regular clutch maintenance or replacement, like manuals and automated manuals. This results in significant savings in service and downtime over the life cycle of the truck. alliso n tran s mi s s i o n .co m / t c 1 0 Text INFO to 205-289-3715 or visit www.eqwinfo.com

The TC10 is equipped with FuelSense, a unique package of software and electronic controls that target the critical components of your tractor’s duty cycle for maximum fuel savings. Make your next tractor less expensive to operate. Specify a TC10 with FuelSense. This package delivers. For more information, contact your truck dealer and ask about TC10.

marketplace | by Amy Materson | AMaterson@randallreilly.com

EDI TOR PIC ’ K S

SAVE FUEL

Save fuel costs with Komatsu America’s WA200-7 wheel loader, which provides a 3-percent reduction in fuel usage compared to the previous model, the WA200-6. The 126-horsepower loader, which weighs between 25,342 and 26,070 pounds, replaces both the WA200-6 and WA200PZ-6. The loader has a Tier 4 Interim SAA4D107E-2 Komatsu engine that lowers emissions while better managing air-flow rate, fuel injection, combustion and exhaust after-treatment. An electronically actuated variable flow turbocharger and exhaust gas recirculation valve simplifies air management and lengthens component life. A diesel oxidation catalyst is good for the life of the engine, and is a 100 percent passive regeneration system. Komatsu’s

SmartLoader Logic system ensures the correct engine torque is used for every job, and the torque is decreased in applications when the loader needs less power. To promote efficiency and responsiveness, the WA200-7 has a hydrostatic drivetrain with large pump capacity and a dynamic braking effect to minimize wear while enhancing control. The traction control system includes MAX, Traction Control and SMode, and variable speed controls allow the operator to set the speed between 3.2 and 8.9 mph. Using Komatsu’s Parallel Z-bar loader linkage, the WA200-7 has high tilt forces to accommodate large attachments and high breakout and lift force to speed bucket filling and boost digging performance. The loader’s cab has low, sloped front glass for improved visibility. New cab features include redesigned operator controls that simplify selecting a working mode, a redesigned right hand console with a multi-function mono-lever with proportional control for third spool, two 12-volt ports and an auxiliary input to connect MP3 players. To improve serviceability, the WA200-7 has increased cooling capacity, wider cooler fin spacing and an auto-reversing fan.

LONG-RANGE SCANNER

Quickly capture and process 3D point cloud data with Topcon Positioning Group’s GLS-2000, a laser scanner designed to pair with ScanMaster v3.0 software. Useful for accurately capturing long-distance measurements, the GLS2000 has a scan range of more than 350 meters. The unit uses Topcon’s Precise Scan Technology II to emit pulse signals three times faster than previous models, ensuring reduced noise and accurate data. Designed so that even entry-level users can operate the unit, the GLS-2000 starts scanning at the touch of a button. Features include a color graphical display, full-dome scanning range, user selectable Class 3R or 1M laser and a laser plummet function that measures instrument height with one-touch operation. EquipmentWorld.com | September 2014 13

We’ve Got You Covered

marketplace | continued

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www.alturnamats.com 14 September 2014 | EquipmentWorld.com

NEW BREAKER LINE Hyundai Construction Equipment has introduced a line of hydraulic breakers, their first entries into the North American attachments market. Consisting of 14 different models, the HDB10 through HDB800, the breakers have a chisel diameter from 1.6 to 7.9 inches, and are suitable for all sizes of Hyundai excavators. Operating weights range between 271 to 12,401 pounds, with lengths ranging from 44.4 to 159.8 inches. Four chisel options – moil, wedge, blunt or conical – are available, and the breakers include an Anti Blank Firing system that is standard on HDB50 through HDB800 models. An Auto Control valve enables breaker operation to automatically start again via a small amount of pressure applied to the chisel, and will automatically stop once the chisel is lifted or breaking is complete. A two-stroke selector system is standard on HDB50 through HDB180 models, which allows the operator to change from long to short strokes. An Energy Regeneration Valve is standard on the HDB600 and HDB800 models. The system captures upward flow energy after the piston hits the chisel and retracts, harnessing up to 15 percent of the energy to be applied on the flow energy back down, increasing blow speed and boosting production rates. Additional features include NOK oil seals for long seal life, including an additional square buffer that increases durability and minimizes shaking action on the HDB210 to HDB800 models. An optional Auto Grease Bracket Mounted system that allows for automatic greasing is available on the HDB140 to HDB800 models.

PRECISE PLANER

Achieve precise grades efficiently with Attachment International’s Super Land Plane, a skid steer attachment that can be pushed for maximum cutting power and used in reverse for leveling. The unit has sifting bars that sort unwanted debris, as well as allowing for transporting and dumping at different locations. For difficult material such as shale, an optional hydraulic ripper is available.

YOU KNOW TIME IS MONE Y AND AN IDLE CREW IS A C O S T LY C R E W . WE KNOW TIME IS MONEY AND AN IDLE CREW IS A C O S T LY C R E W .

DAVIS H. ELLIOT C ONST RUC TION C OMPAN Y TERRY DOWNING V P/ M A N A G E R O F O P E R AT I O N S , W E S T E RN D I V ISI O N

THE TRUE WORTH OF A MACHINE IS MORE T H A N T H E M E T A L I T ’ S M A D E O F. I T ’ S T H E M E T T L E O F T H O S E W H O S T A N D B E H I N D I T.

WE’RE IN THIS TOGETHER.

D I T C H W I T C H® O F O K L A H O M A G ARY BRIDWELL, OWNER

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL /MC-A-1368. Specifications are subject to change without notice. Copyright ÂŠ 2014 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

HELPING TEX-MIX KEEP THEIR PAYLOAD MOVING WHILE LOWERING THEIR REAL COST OF OWNERSHIP. Tex-Mix is only as profitable as their trucks are reliable. That’s why they choose Freightliner. We design trucks for easy upfit, productivity and low maintenance. Backed by a support team that’s there when you need us. And because Tex-Mix trucks are equipped with the powerful Detroit DD13 ® engine and Detroit Virtual Technician onboard diagnostic system, it’s not only a tough truck, but also a smart one. Built to increase profitability and lower their Real Cost of Ownership. We’re proud to say that’s why Freightliner has become the industry leader in work trucks. TM

To learn more about how Freightliner Trucks are working hard for Tex-Mix, visit FreightlinerTrucks.com/Tex-Mix.

Text INFO to 205-289-3715 or visit www.eqwinfo.com

Customer-Inspired. Technology.

Backed By The Best In Customer-Focused Support. When the engineers at Cummins think about engine designs, the first step is to develop a profile based on what customers need from their equipment. That drives the development of innovative technologies, integrated for maximum efficiency and productivity. Our technicians are then equipped with the knowledge and tools they need to support you every step of the way. It’s all part of the most capable service and support network in the business. For details, contact your local distributor or visit cumminsengines.com. You’ll see – it pays to think Cummins. Every time.

Text INFO to 205-289-3715 or visit www.eqwinfo.com

maintenance | by Tom Jackson | TJackson@randallreilly.com

9 things you must know to get a handle on DEF

Most Tier 4 Final machines, 75 horsepower and up, require this new fluid and a change in maintenance protocols.

Photo courtesy Thunder Creek/Chamness Technology

“W

hy does it have to be this way? Why are we having to do one more thing?” Those are typically the first questions customers ask Heath Watton, regional manager for Southeastern Equipment, Cambridge, Ohio, when they’re told about Tier 4 Final engines and the diesel exhaust fluid (DEF) they need to operate. The frustration is understandable. Off-road diesel engines have gone through big and complex changes in the last 10 years. Each change has brought additional costs, unfamiliar technology and new maintenance requirements. Watton’s response is simply this: “It’s your government at work, and the reality is you’re going to have to

accept it because that’s what it is.” Nonetheless, “what it is” says Watton and all the other experts we talked to, isn’t too hard to figure out. It won’t hurt productivity. A short talk with your dealer, a bit of research and training and familiarization for the troops and you’ll be able to run Tier 4 Final equipment and handle DEF with no problems. But even if you don’t plan to purchase any Tier 4 Final equipment for the next couple of years, you won’t be able to ignore it much longer. “The off-highway market will consume about 20 million gallons of DEF this year and 260 million gallons in five years,” says Luke Van Wyk, general manager, Thunder Creek Equip-

ment. “That’s more than a ten-fold increase before 2019.”

1. What is DEF? As of this year most new, large-displacement off-road diesel engines (75 horsepower and up) use DEF to meet Tier 4 Final emissions regulations. The fluid is injected into the exhaust stream and in the presence of catalysts turns smog-inducing NOx into harmless oxygen, water and nitrogen. New on-highway diesel engines have been using DEF since 2010. And many automotive diesels, including BMWs and Mercedes, use it today, although in much smaller amounts than heavy diesel engines. ISO standard 22241 defines DEF as a mixture of 32.5 percent highly pure urea and 67.5 percent de-ionized EquipmentWorld.com | September 2014 19

maintenance | continued water. Unlike fuel or lube oils, manufacturers can’t put additives in DEF to make it better or different from any other manufacturers, so it is treated as a commodity, says Van Wyk.

a 10-percent improvement in fuel efficiency, lower component costs and other benefits. Since each OEM will have a different engine design it’s a good idea to conduct some due diligence and talk with your dealers about what many are now calling the overall “fluid consumption rates,” meaning the combined consumption of diesel and DEF. You’ll need to know this to develop accurate owning and operating cost figures for Tier 4 Final machines. Temperature and humidity also affect DEF consumption although to a very small extent, says Kahler. Hot and dry climates will

result in greater DEF consumption. Cold and humid environments require less. To plan for future DEF consumption and inventory, you’ll need to monitor usage closely for the first few months to develop your own operating cost formulas for each type of machine and application. “We’ve educated our dealers so that they don’t sell the customer too much DEF,” Kahler says. “DEF has a shelf life similar to what you would see in coolants or oils. Not a short shelf life, but we want to make sure customers are consuming it within six months to a year.”

2. How much DEF do I need? As a rule of thumb, off-road machines will consume an amount of DEF equal to roughly 2 to 10 percent of the fuel you burn. How much DEF your Tier 4 Final machines consume depends primarily on who makes the engine. Emissions reduction in Tier 4 Final engines is a balance between selective catalytic reduction (SCR) which uses DEF, and exhaust gas recirculation (EGR). The more DEF an engine uses the less EGR it needs. The more EGR, the less DEF. Deere’s engines are designed for more EGR, less DEF consumption and will consume between 1 and 3 percent DEF relative to the fuel burned, says Andrew Kahler, product marketing manager, engines and drivelines at Deere. “If you go to the middle of that, around 2 percent, that’s where most of our machines are running,” he says. In that scenario a machine that burns 150 gallons of diesel a month, burning 2 percent DEF would mean you need plan for 3 gallons of DEF a month for that machine. Many engines with European roots, such as Case, are designed to burn more DEF, as much as 10 or even 12 percent DEF relative to the diesel consumed. Philippe Bisson, brand manager Case Construction Equipment, says the SCR-only system used Blue is for DEF, green for diesel. They are typically placed side in that company’s dozers by side so you can refuel both at the same time. and wheel loaders brings

20 September 2014 | EquipmentWorld.com

Text INFO to 205-289-3715 or visit www.eqwinfo.com

maintenance | continued 3. How much does DEF cost? Currently DEF costs about $2 to $3 a gallon. So your operating costs will be minimally affected. But the prices for engines on emissions compliant machines have been going up since Tier 3 and Tier 4 Interim. By some estimates today’s engines are twice as expensive as Tier 3 engines, which translates to a 10 to 15 percent increase in the owning cost of the machine. 4. How often do you refill the DEF tank on a machine? For the sake of practicality, most manufacturers have sized their DEF tanks so that you refill the DEF every time, or every other time, you refuel with diesel. That makes it easier to remember and less likely that your fuel service or field technician will forget. On most machines the neck to the DEF tank will be located on the same side as the diesel to make it easier to fill both. All DEF filler caps are blue and the diameter of the opening smaller than of diesel to prevent mis-fueling. DEF tanks generally run from about 3 to as much as 17 gallons in size. For utility machines that don’t get refueled every day, such as compact excavators, backhoes and skid steers, or equipment that is run by multiple operators, it may be wise to keep a few gallon containers in the cab, in your truck or accessible on the site in case someone forgets. 5. What happens if a machine runs out of DEF? Unless you or one of your operators is negligent you shouldn’t run out of DEF. The Tier 4

Final machines will have a gauge or indicator on the dashboard to tell you how much is in the tank. If you do run out, though, most machines will either shut down or derate to the point where you can’t work.

6. Where do I get DEF? Virtually all heavy equipment dealers stock DEF now. It comes in sizes from 2.5-gallon jugs to 330-gallon and larger bulk containers. You can also get DEF at most truck stops, Walmart and most auto supply stores. Many fuel suppliers are carrying DEF on their fuel trucks now. Over time this is anticipated to be a common delivery system for large fleets. 7. Contamination control Although it’s widely available,

DEF refueling systems come in all sizes. Just make sure that they’re compliant with ISO 22241-3.

22 September 2014 | EquipmentWorld.com

getting DEF to your off-road machines presents a challenge. First you carry the fluid to the equipment. Second, you have to prevent contamination. “It may be counterintuitive, but a truck stop is a clean environment relative to the environment for off-road equipment,” says Van Wyk. “If you handle DEF the way you’ve handled fuel or lube oils in the past there are going to be catastrophic effects.” First is the dirt and dust inherent in any earthmoving or quarry site. If you’re refilling the DEF tank every day or even every week, 52 weeks a year, the opportunity for airborne contamination and dust and dirt ingestion is high. When refilling the DEF tank take care to clean around the fill neck and the dispensing nozzle every

Text INFO to 205-289-3715 or visit www.eqwinfo.com

maintenance | continued time. DEF tanks have only sediment filters and lack the kind of high-efficiency filtration common to diesel fuel and air systems. Another source of contamination are non-standard containers you use to store or transport DEF and funnels you may use to get DEF into the tank. These often have trace amounts of oil, coolant or other machine fluids, or solder, welding or galvanized metals that can also contaminate. DEF should never touch any metal except stainless steel. Also, the pumps, seals, O-rings and fittings on your dispensing equipment have to be DEF-compatible if you’re going to maintain the pharmaceutical-grade purity you need for DEF in SCR systems, Van Wyk says. ISO 22241-3 details the industry-approved standards for handling and storage of DEF. If you’re going to pump your own DEF, make sure the storage and handling equipment you purchase meets this standard. “You don’t burn DEF in the engine like diesel,” Van Wyk says. “You need it to facilitate a chemical reaction with a very expensive catalyst. That’s why any minerals or contaminants that are introduced, even in trace amounts, can have a negative effect on the chemical reaction of the catalyst. Things like zinc, chromium, aluminum, magnesium – it only takes a tenth of a teaspoon of any of these to contaminate 5,000 gallons of DEF,” Van Wyk says. Contamination could damage the catalyst in your SCR system, and void the warranty. It can also cause your system to use more DEF than it should. The catalysts in SCR systems use rare metals and replacing one could cost $12,000 to $15,000. Contamination is of such concern that eventually the industry may decide to mandate closed loop storage and handling system, similar to how draft beer is handled, says Van Wyk.

8. DEF storage If your technicians will be servicing machines with DEF you’ll probably need one of the big totes, 275 or 330 gallon or larger. DEF will start to turn to slush and freeze at 12 degrees Fahrenheit, so you’ll want to store it in a conditioned space if possible. Some storage containers include heating elements. Since it is aqueous, DEF will expand when frozen, just like ice. But the approved containers are designed to handle the expansion and contraction, as are the DEF tanks on your equipment. Freezing does not harm the fluid. If the DEF in your equipment tanks freezes, computers governing the engine will allow it to run until the DEF thaws out. Some machines have coolant lines through the DEF tank to speed up the thawing process. Others may use electric heating elements.

24 September 2014 | EquipmentWorld.com

Keep a few 2.5-gallon containers of DEF on hand for machines that aren’t fueled on a daily basis.

Bigger bulk containers ensure your shop and service trucks will have DEF on-hand.

When you need to pull ahead, just hit the gas â&#x20AC;&#x201D; with the 6.8L TritonÂŽV10 3-valve gasoline engine in the Ford F-650. Only Ford offers you the low acquisition cost of a gas engine in this class* of trucks. With a substantial 362 hp, 457 lb.-ft. of torque and available CNG or LPG conversion capability,** Ford Commercial Trucks give you some great business choices to make. Find out more at ford.com/commercial-trucks.

*Class is 6-7 Conventional Cabs. **See dealer for details. Requires the CNG/LPG Gaseous Engine Prep Package at time of order. Text INFO to 205-289-3715 or visit www.eqwinfo.com

maintenance | continued 9. Use dealer/OEM resources for education Although managing a DEF component in your maintenance is not rocket science, it needs to be part of your discussion and consideration when buying equipment from an OEM dealer. That conversation need not be long, but everybody who works with or works on the machine needs to be educated to prevent problems. All the OEMs we contacted for this article have trained dealers on the fundamentals of SCR and DEF and also have websites and literature available for review. “A year or two ago, customers were very uninformed,” says Watton. “If they weren’t running an overthe-road truck or knew something from the ag industry they had no familiarity with DEF.” In the last year, however, that’s changed, he says. “I think the biggest hurdle customers have today is that old-school mindset of letting your diesel sit and idle,” Watton says. “We try to make it clear that machines today are not idle machines. They are working machines. Run it, work it, that’s what it’s designed to do. Just don’t run it at low idle any longer than necessary.” New emissions compliant machines that idle too much can build up soot in their diesel particulate filters, requiring more frequent regens. Too much idling also can cause DEF to crystalize in the injectors if the machine is not hot enough, causing problems there, Watton says. Rental customers also need to be briefed on DEF. “We tell the customer up front, ‘your DEF tank is full. You’ll have to find a supplier or buy some while you’re here,’” Watton says. “When we first started doing this, people freaked out because they didn’t know where they were going to get DEF,” he says. “But they’re a lot more comfortable now. Today guys get it. It’s not a big issue.”

There’s control, and there’s precise control. You know the difference.

Smart works.

Takeaways 1. Your equipment dealer is your first source of information. 2. DEF costs $2 to $3 a gallon. 3. Off-road equipment will consume 2 to 10 percent as much diesel as the engine burns. 4. You can buy DEF at dealers, most fuel suppliers, truck stops and automotive stores. 5. Onboard DEF reservoirs are sized so you only have to fill them once every diesel fillup or less. 6. If your DEF reservoir runs dry, your machine will cease to function. 7. Make sure all DEF procedures and equipment is in accordance with ISO 22241 8. Clean around the DEF filler cap to avoid contamination when refilling.

For further review: Case has trained all its sales parts and service personnel in the dealer network to understand emissions reductions technology. It also has instructional sheets that dealer use to aid in explaining the functionality of SCR/DEF-related icons and indications during operations. Casece.com/en_us/Why-Case/Pages/Tier-4.aspx Caterpillar has brochures, videos and dealer training modules. There is both machine-specific information and general information on the storage and handling of DEF. The company’s in-cab reference card helps operators understand the DEF gauge, action lamps, general awareness and DEF area cleanliness. Videos are available at Cat.com, YouTube and each of the North America dealer websites. Cat.com/en_US/support/operations/technology/tier-4-technology.html Deere launched its Tier 4 Final education program to dealers in 2010. The company is using mobile apps and quick reference sheets for every machine shipped and also offers distance learning modules, webinars and onsite training for customers in addition to maintaining an emissions blog. Deere also carries DEF dispensing units for use in the shop or on a service truck. Deere.com/emissions Komatsu provides technical service training before new models are introduced to ensure distributors are equipped with the knowledge and tools to support the products as they enter the market. The company also provides reference guides to communicate information related to aftertreatment for operators for each machine delivered. http://www.komatsuamerica.com/tier4 Thunder Creek has a variety of DEF-related information

Take control: volvoce.com/Control/ew

26 September 2014 | EquipmentWorld.com

sources on its website. It manufactures DEF pumps and storage units from 40-gallon models that fit in the bed of a pickup truck to 990-gallon trailered models. ThunderCreekEquipment.com

44 TONS OF PAY DIRT. With industry-leading body capacity in every weight category, it delivers top performance and speeds up to 34 miles per hour in the toughest working conditions. A front-mounted turning ring, unique sloping frame and free-swinging rear tandem bogie suspension provides maneuverability and sure-footed stability that brings your productivity to its full potential.

1.877.613.7970 DoosanEquipment.com/44Tons Doosan and the Doosan logo are registered trademarks of Doosan Corp. in the United States and various other countries around the world. ÂŠ2014 Doosan Infracore Construction Equipment America. All rights reserved. | 153B-0

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Doosan Delivers

S C I T AR machine matters | by Richard Ries

FUEL EFFICIENCY GAINS AS TIER 4 FINAL ADVANCES

28 September 2014 | EquipmentWorld.com

runching some numbers from the Equipment World Spec Guide provides good insight into the articulated dump truck market. The 2014 Spec Guide has about the same number of ADTs as did the 2013 version, but the percentage of models listed as new is much higher: 48 percent in 2014 compared to 30 percent in 2013. Comparing 2014 to prerecession 2008 shows the model count down nearly 31 percent but the percentage of new models up more than 108 percent. So what’s new on these models? Much of the new is related to the requirement to meet Tier 4 Final emissions standards. New engines. New aftertreatment systems. But this is emissions compliance, after all, and it’s hard to see where there’s a real impact on business. Thankfully, manufacturers have worked hard to bring benefits to the customer while also meeting Tier 4 Final regulations; virtually all of them report fuel savings as part of that benefits package. Henrik Larsson, product manager with Volvo, says overall fuel use is 4 to 5 percent better with Volvo Tier 4 Final models than with their Tier 4 Interim predecessors. These days manufacturers are left looking for small gains in fuel efficiency, “a half-percent here, a half-percent there,” says Larsson. Much of what Volvo accomplished came from extended passive regeneration intervals of the aftertreatment system on the A35G and A40G models since active regeneration consumes fuel. While daily regeneration was common on Tier 4 Interim haulers, regen intervals now often extend to 500 hours and beyond. The 13-liter engines in the A25G and A30G trucks rely on SCR for aftertreatment and therefore require no regeneration. Both Caterpillar and Volvo offer a fuel ef-

Volvo’s G-series articulated haulers – including the A35G, A35G FS, A40G and A40G FS – have new turbocharged six-cylinder engines redesigned to adhere to Tier 4 regulations. Automatic traction control keeps the models surefooted, while full hydraulic suspension on all wheels increases productivity on the jobsite. Other features include a maintenance-free rotating hitch, ROPS/FOPS-equipped Volvo Care Cab, CareTrack telematics system and more. All models can be equipped with an onboard weighing system.

ficiency guarantee. If a customer uses more fuel than Volvo says they will, Volvo writes that customer a check. The numbers used for the basis of the guarantee are quite low, lower even than the numbers published in Volvo’s performance handbook. (Restrictions apply. Learn more at www.VolvoCE.com > Products > Fuel efficiency.) Caterpillar is also reporting fuel efficiency increases of up to 5 percent and details on its fuel efficiency guarantee are available through its dealers. Doosan says the new DA40 offers 8 percent better fuel efficiency than the MT41 it replaces. In their testing the DA40 consumed 4.5 gallons per hour. Some of that efficiency comes from a new ZF 8-speed transmission, which replaces the 6-speed transmission in the previous truck. The transmission and a revised gear ratio in the differential allow the Scania DC 13 engine to run at a lower speed for a given travel speed while preserving performance. The engine has 11 percent more horsepower and 28 percent more torque than the engine in the MT41 and payload has been increased more than 15 percent from the MT41 to the DA40.

When size doesn’t matter Looking again at the Spec Guides it’s easy to see a steady march toward bigger trucks. In 2008 there were 10 models of 26 metric tons or less; by 2014 that had dwindled to just one, Deere’s 23.2-metric-ton 250D-II. The numbers of models rated at 40 metric tons or greater jumped from five to 11 in that same period. The average size of all ADTs for the three years went up from 31 metric tons in 2008 to 32 in 2013 to 33 this year. Trucks in the mid-range of 30 to 40 metric tons stayed fairly stable as a percent of all models. (In 2008 we still categorized trucks by metric ton and have used that unit of measure here for consistency. In 2011, we began sorting by U.S. ton.) In general the rule is that cost per ton comes down as size goes up. This means that an operation should always buy the biggest machines that it can run effectively. “But these considerations add complexity to what otherwise seems to be a very simple rule of thumb,” says Neville Paynter, president of Bell Trucks America. (See “Which size is best?” sidebar on page 33). Fortunately customers don’t have to move up to a bigger truck to get desirable features as most features tend to be equally spread among EquipmentWorld.com | September 2014 29

machine matters | continued

all trucks, regardless of size. Caterpillar’s Automatic Traction Control (ATC) system was introduced on 735B and 740B models in 2011 and has now migrated down as standard equipment on the smaller 730C. This includes service features. For example, all E-Series John Deere ADTs have ground-level service. Grease fittings have been reduced to just eight, and they need to be accessed every 50 hours instead of every 8 hours, as was common in the past. Doosan’s ADTs feature fully automated central greasing systems. And G-Series Volvo articulated trucks have their hydraulic tanks, fuse panels, batteries, aftertreatment systems, mufflers, fuel tanks and refueling pipes moved to new positions. This was done in part to accommodate new hardware associated with Tier 4 Final, but the locations are more intuitive and facilitate servicing. Comfort and convenience features for operators have become standard across all sizes. Some differentiation based on size 30 September 2014 | EquipmentWorld.com

remains. “Although all tonnage sizes of articuDoosan has launched the new DA40 articulated dump truck, the first lated trucks are found in a new family of ADTs. Powered in all industry segments, by a 6-cylinder Tier 4 Interim engine with from mining and heavy a net power output of 490 horsepower at construction to waste 2,100 rpm, the DA40 offers an 11 percent and general construcincrease in engine power. The unit has a 28 tion, the larger machines percent increase in gross torque to 1,750 are sold in a higher foot-pounds at 1,300 rpm, Other features inproportion into mining clude permanent 6-wheel drive, new hydroand heavy construction,” gas front suspension, low fuel consumption says Anthony Pollock and a fully automatic greasing system. of Caterpillar. While those larger trucks are designed with productivbehind the wheel of an articulated ity as a key consideration, smaller dump truck do not. Many of the trucks focus more on controlling features on an ADT are intended to total cost of ownership, an essential compensate for this lack of training consideration in the rental market. and can improve productivity even Caterpillar’s 725C, for example, feawith well-trained, highly-experienced tures an integral front bumper and operators. Two examples of this are full belly pan to help control repair traction control and auto-dump. costs. Each manufacturer’s traction control system is unique to that Compensation manufacturer. Komatsu’s system While operators of motor graders, monitors wheel speed on the front excavators and other equipment and middle axles. If the machine often receive extensive training, many detects wheel slip it will automati-

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machine matters | continued

The new Bell E-series includes the smaller B25E and B30E models. Both models offer advanced engine and drivetrain characteristics, driver comfort, truck management and a new truck platform. ADT functionality has increased with customer-focused enhancements and automated machine protection. The E-series benefits from the evolution of Bell’s fleet monitoring system, which has been upgraded for the smaller ADTs to offer real-time tracking.

cally engage the inter-axle lock to improve machine performance. If the machine continues to detect wheel slip the Komatsu Traction Control System (KTCS) will brake the wheel that’s slipping. “Komatsu leveraged its prior experience with

traction control systems in bulldozers and rigid trucks to introduce this system for use in articulated trucks,” says Joe Sollitt of Komatsu. Caterpillar’s ATC proportionately engages the axle clutches as required to provide torque to the wheels that are able to provide traction. Wheel speed sensors monitor slip and signal the clutch to adjust engagement as wheels pass through areas of varying traction. The system will Some companies have you choose power adjust the clutch or fuel efficiency. You chose both. engagement up to 100 percent locking in the worst underfoot conditions. The Get both: volvoce.com/Guaranteed/ew Cat ATC system is also integrated with the machine’s steering

Smart works.

32 September 2014 | EquipmentWorld.com

system to improve steering response and stop “crabbing” in turns. The system is fully automatic, requiring no input from the operator. While some traction controls systems, such as Caterpillar’s, are fully automatic, others are automatic with a manual override and yet others have modes that must be engaged by the operator. Deere’s version has an inter-axle (front-to-rear) differential lock plus a cross-axle (side-to-side) diff lock. The two can be used independently or in unison, set to automatic or engaged via a foot switch, and the inter-axle lock engages automatically in reverse to improve efficiency when backing uphill. Auto-dump is mostly standardized across brands. The operator positions the truck and pushes a button. The system sets the brakes, increases engine speed, and runs through the dump cycle. Some OEMs add tweaks to the system. Bell’s I Tip, for example, slows engine speed and cylinder stroke at the top of the bin tip to keep the cylinder from continued on page 36

Which size is best? Answer these questions to determine which size of articulated truck is best for your operation, says Neville Paynter, president of Bell Trucks America. • How often does the machine need to be moved? Bigger trucks tend to be more complicated to transport. • What are the productivity requirements? • Does site infrastructure (road width, hopper capacity, etc.) accommodate a truck of a given size? • Does the loading tool match the truck? • Will there be consistent work for that size of machine?

The HM400-3 articulated truck by Komatsu is powered by the company’s SAA6D140E-6 Tier 4 Interim 469-horsepower engine. The HM400-3 features a maximum gross weight of 162,569 pounds and hauls up to 44.1 U.S.-ton payload at a maximum ground speed of 34.7 mph. The unit’s standard Komtrax telematics system sends machine operating information to a secure website using wireless technology.

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The Mack速 Granite速 is once again the #1 selling heavy-duty conventional straight truck in the U.S. This worksite mainstay is available in the spec to fit your job, taking on anything with unmatched toughness and rock-solid performance. * Based on IHS Automotive, Polk TIP 速 Net U.S. Class 8 commercial vehicle registrations for 10 liter and larger engines in CY 2013.

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machine matters | continued continued from page 32

The new 46-ton John Deere 460E ADT joins the 370E and the 410E as part of companyâ&#x20AC;&#x2122;s E-Series, which use a John Deere PowerTech 13.5L IT4 engine with three power levels based on the model. Other features include a ZF transmission, internal wet disc brakes, centralized true ground level servicing to simplify daily maintenance, and an On Board Weighing system.

topping out hard and making the whole truck jump. Others put limiters on the dump body to reduce tip-over risk when dumping downhill and to avoid overhead obstructions. Caterpillar offers two ejector models, the 730C EJ and 740B EJ, that eliminate risk from overhead strikes and also assist with spreading material. Other features are designed to be especially helpful to less-experienced operators. Backup cameras have become commonplace; Deere offers a second rearfacing camera on the continued on page 39

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machine matters | continued Terex says “Business as usual” Acquisitions can be the death knell for a nameplate. Doosan acquired Moxy in 2008 and retired the brand at the end of 2011. Will the Volvo acquisition of Terex Trucks follow the same route? The short answer, say Lyle Sibbald and Scott Pollock of Terex Trucks, is “no.” The licensing agreement is for at least 5 years. Besides, they say, the Volvo model with on-highway trucks – Mack, UD, and Renault – is to continue supporting the brands’ identities and to maintain their places in the market. “We remain committed to our dealers, our products, and our customers,” says Sibbald. “We want to emphasize that it is business as usual.” Terex will offer 30- and 40- ton trucks. The TA300 went into production in July of this year and the TA400 followed in August. Both use Scania engines. Tier 4 Final compliance comes from SCR and EGR with a DOC. The TA300 has a ZF transmission while an Allison unit is found on the TA400. Both have retarders. Working in conjunction with those transmissions retarders are engine brakes. These engines brakes are controlled by the trucks’ CAN bus systems, providing faster response and better modulation of engine brake performance.

The Terex Trucks TA300 hauler, powered by a Scania engine, tackles emissions with a combined EGR/SCR technology that does not require a diesel particulate filter, instead using a diesel oxidation catalyst. The CAN-controlled engine exhaust brake improves reaction and performance of the exhaust brake retardation. Terex Trucks is now a division of Volvo Construction Equipment.

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A-pillar so an operator can see when the dump is complete, thereby minimizing carry-back. Hill assist maintains downhill speeds. Once the ADT achieves the desired speed, the operator engages the system and electronics take over. Bell offers hill-start assist, as well. When starting out on an upslope the machine measures the slope and waits until the operator has depressed the accelerator enough so that the engine produces enough torque to be able to drive up the hill. At that point the park brake is released and the machine pulls away. There’s much that’s new about these new trucks. Compared to the listings in the 2008 Spec Guide, the number of models may be down but the levels of innovation and value are clearly up.

The Cat C-series articulated dump trucks – 725C, 730C, and 730C EJ ejector – feature new engines with more power, advanced transmission control, enhanced operator amenities, new serviceability features and for the 730C and 730C EJ models, automatic traction control. All three new models feature full-time, 6-wheel drive and are equipped with wet-disc clutch locks in the axle differentials and the inter-axle differential. The two-person cab has a tilt/telescopic steering wheel and convenient wrap-around dash.

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Write 272 on Reader Service Card or visit EquipmentWorld.com/info

product report | by Marcia Gruver Doyle | MGruver@randallreilly.com

What’s new

with directional drills

Here’s a quick overview of what’s happening in what Ditch Witch terms a “stable, healthy” directional drilling market: Operator-centric moves Keeping operators happy and productive continues to be a main thrust. “This positively impacts contractor’s bottom lines,” says Joshua Beddow, marketing manager, Toro, “which in turn leads to higher productivity.” Because of this, Toro is seeing higher demand for cabs, even on smaller machines. Additional features aimed the operator include color gauges/ displays with more diagnostic information and ergonomically positioned controls. After surveying operators about what they liked and disliked, Vermeer redesigned its control station so “it grouped the controls according to the operations that were used the most,” says Jon Kuyers, global product manager, underground.

All of the machines in Vermeer’s Navigator drill lineup have common controls, which help operators become proficient faster on multiple sizes of drills. “The learning curve is drastically reduced,” Kuyers says. “For instance, the thrust and rotation levers are always consistent and the mud pump, throttle and rod loader controls are all located on the joysticks.”

Technology “Obstacle avoidance and mud disposal continue to be opportunity areas for technology improvement to increase jobsite productivity and lower jobsite costs,” says Seth Matthesen, senior project manager, Ditch Witch. On its new JT60 and JT60 All Terrain drills, Ditch Witch also has a

standard GPS offering with one-year premium service. “Users will gain valuable awareness into operator practices, idle time and service needs,” says Steve Seabolt, Ditch Witch GPS product manager, “plus owners typically receive a significant discount off their insurance premiums.” Barbco is using programmable controllers “that provide a flexible, expandable and cost effective total machine management system,” says Tony Barbera, co-owner of Barbco.

Meeting the demands of smaller jobsites “Drills are being built today to accommodate a smaller jobsite footprint,” adds Barbera. “This is driving manufacturers to create maxi-size drills that use 20-foot drill stems.” EquipmentWorld.com | September 2014 41

product report | continued PRODUCT ROUNDUP

Ditch Witch Toro

Powered by a 160-horsepower Cummins QSB4.5 diesel, the DD4045 horizontal directional drill has 40,000 pounds of thrust and pullback and 4,500 foot pounds of rotary torque. Open-top vice wrenches provide enhanced visibility to the tool point, allowing for faster connections and breakouts. A two-speed carriage, with up to 140-feet-per-minute travel speed, helps reduce operator cycle time. Inside an optional enclosed cab, a multi-function color LCD display shows the drill’s performance and functions. Operators can chose between either single or dual-stick controls to place the 52 pieces of 10-foot drill pipe that comes standard with the machine.

In your world, there’s only one thing that matters — ROI.

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42 September 2014 | EquipmentWorld.com

The JT60 and JT60 All Terrain horizontal directional drills each offer 60,000 pounds of thrust and pullback plus 9,000 foot pounds of rotational torque. A 190-gross-horsepower Tier 3 or 200-gross-horsepower Tier 4 Interim engine is available, powering an onboard 150-gpm enclosed fluid pump. The patented, two-pipe All Terrain drilling system enables the All Terrain model to be more productive in a wide range of ground conditions. Both models come standard with Ditch Witch GPS, allowing you to remotely view engine hours, operational hours, service reminders and machine location.

Vermeer

The D20x22 S3 Navigator, designed for compact spaces, offers 12-percent additional power and improved precision control over its predecessor D16x20 Series II machine. Powered by a 74-horsepower Deutz Tier 4 Final engine, the machine has 19,550 pounds of thrust/pullback and 2,250 foot-pounds of torque. A new hydraulic system makes better use of engine horsepower, and offers more rotation, thrust and tracking performance over its predecessor. The unit shares a common control system with larger Vermeer drills.

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© 2014 Caterpillar All rights reserved. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission. www.cat.com www.caterpillar.com Text INFO to 205-289-3554 or visit www.ccjdigital.com/info

product report | continued PRODUCT ROUNDUP

TT Technologies

The Prime Drilling PD 60/30 has 135,000 pounds of pullback, and can drill lengths up to 3,200 feet and install diameters up to 40 inches. With a space-saving onboard high-pressure pump, the self-contained unit eases transport and reduces set-up time. Powered by a water-cooled Deutz diesel engine, the rig uses a rack and pinion feed system to power the thrust and pullback functions of the hydraulically powered rotary head. The unit can be equipped with semi-automatic drill rod magazines with 236-foot or 98-foot capacities.

• 3,700 FT. LBS OF DESTRUCTIVE ENERGY • LOW MOUNTING PROFILE PROVIDES FOR EASY ENTRY AND EXIT WITH ENCLOSED CABS • EASY OPERATION REDUCES OPERATOR ERROR & FATIGUE • SHOCK FREE SKID SYSTEM KEEPS THE HURRICANE GROUNDED & DISSIPATES THE SHOCK AS IT PULVERIZES THE CONCRETE

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Barbco

With 200,000 pounds of pulling force, the BD200HP has a top pulling speed of 130 feet per minute and uses a 20-foot drill stem. The drill offers 35,000 foot-pounds of rotary torque with a top speed of 110 rotations per minute. The unit is powered by a 600-horsepower diesel, and has a mud system that delivers 450 gallons per minute.

• DESIGNED, TESTED AND MANUFACTURED BY THE ORIGINAL DROP HAMMER DEVELOPERS • LOW MAINTENANCE & MINIMAL WEAR ITEMS REDUCES DOWNTIME • HIGH PRODUCTION IS MAINTAINED DUE TO THE BROAD FACE OF THE STRIKING SURFACE WHICH ALLOWS FOR EXCELLENT AREA COVERAGE & PRODUCTION

UNIVERSAL SELLS PARTS FOR ALL OTHER BRAND DROP HAMMERS INCLUDING CYCLONES EquipmentWorld.com | September 2014 44 5/22/14 10:46 AM

www.EquipmentWorld.com We are proud to announce the launch of the new mobile version of EquipmentWorld.com. Stay up to date while you are on the go, with the latest construction industry news, products and insight from our award-winning editorial team.

Jeremy Hiltz, our 2014 Contractor of the Year, has a great story. So do you. One way to make sure it gets told is to become one of our 2015 Contractor of the Year finalists. equipmentworld.com | May 2014

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Our Contractor of the Year program honors the forward thinkers, high achievers and just plain good people in construction. These are the construction companies that get the job done right, on time and within budget. Their clients sing their praises, their vendors wish all clients were like them, and their workforce is dedicated and loyal. Sound like your company? Then it’s the perfect candidate to become one of our 12 Contractor of the Year finalist firms in 2015. Our finalist representatives receive a free weekend at the exclusive Wynn resort in Las Vegas. Plus you will be Caterpillar’s honored guest at the Las Vegas NASCAR race next March – complete with pit tours, driver appearances, and VIP tent hospitality.

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contractor of the year | by Marcia Gruver Doyle

While concrete may be this company’s sweet spot, that hasn’t kept it from diversifying into a variety of markets.

“W

e love to do anything that involves concrete,” says Brian Winkler, 47, president of Wm. Winkler Company. In fact, concrete has been Wm. Winkler Company’s material of choice since Brian’s grandfather started the firm in Spokane, Washington, in 1919. His grandfather did

Brian Winkler Newman Lake, Washington

Wm. Winkler Company

Year started: 1919 Number of employees: 100-150 Annual revenues: $14 to $15 million Markets served: Civil and concrete construction, including highways, buildings, airports.

curb and gutter work, and Brian’s father, the oldest of 11 children, joined two brothers in continuing and expanding the firm. After working several years for another contractor, Brian bought the family company from his uncle in 1999. Brian had a clear career path when he graduated from high school: he would enroll in the U.S. Navy Seabees, and then take that experience, plus all the summers he had worked for the family construction business and go into construction. In the Seabees, he gained the rank of chief petty officer. “The order and discipline I learned there has really helped in business,” he says. Another plus: working in the Spokane area. “This area didn’t get the high peaks and valleys of other places, which has really helped,” Brian says. About three years ago, the company moved from down-

town Spokane to its present location in nearby Newman Lake, taking over a retiring contractor’s facility and allowing them to spread out. In 2011, Wm. Winkler merged with Reed Concrete, which gave the company the ability to offer a complete Division 3 package – structural and flatwork concrete. Although concrete work – including airports, roads, commercial and industrial development – is what Brian calls the company’s “sweet spot,” the firm has added several capabilities in the past decade, including grading, excavation, demolition and a recycling operation in Spokane. During the recession, Wm. Winkler’s union crews took on several out of town projects, and continue to work in several states in the Northwest. (This year it ventured into a new state for the company, EquipmentWorld.com | September 2014 53

contractor of the year | continued

Winkler received a 2014 Excellence in Concrete Construction award from the Washington Aggregates & Concrete Association for its concrete paving work on the Liberty Lake Roundabout in Spokane. and is doing place and finish work at the new Statewide Library Archives Museum in Juno, Alaska.) “We had enough going on in different geographical areas, we did not have to lay off any key people,” Brian says. “We have very loyal people and they were willing to pick up and travel. They are critical in helping us be competitive.” The $14 to $15 million company employs 150 people during peak summer work. “Brian has the most loyal guys,” says Arron Allison with Macon Supply. “All of his top guys are American Concrete Institute certified; he pushes everyone to go the extra step. He would rather lose a job than not do the right thing.” For several years, Brian has participated in an American Society of Concrete Contractor’s Mix Group, a peer group of around six noncompetitive contractors who share best practices, visiting each other’s operations to help come up with 54 September 2014 | EquipmentWorld.com

solutions for mutual problems. The company has an active Facebook page, posting pictures of recent projects, including pouring the foundation for the world’s largest wooden roller coaster at Six Flags Great America in Chicago.

Take care of your fleet Wm. Winkler runs two shop shifts, operating from 5:30 a.m. to 9:30 p.m. The large, well-organized shop underlines Brian’s equipment philosophy: control your productivity and costs by taking care of your fleet. The company employs an equipment manager and several mechanics and runs two shop shifts that operate from 5:30 a.m. to 9:30 p.m. “I like everything to be clean, organized and ready to go,” Brian says. Heavy trucks, pickup trucks and loaders are typically bought new. “Loaders today are so much more agile, fuel efficient and offer greater operator comfort,” Brian says. “Making our operators comfortable

contributes to morale, and gives us a huge return.” The company uses rental equipment to get the right mix on farflung jobs. “We might own four telehandlers, but need seven,” Brian says. “We’ll rent the rest.” The company’s over-the-road truck fleet keeps its equipment moving between jobs. Brian also stresses communication: every week his key shop, field and office personnel meet. “That way, for example, the shop knows if a machine is critical to a job. And everyone understands why we track fuel burn per hour per unit,” Brian says. “His equipment is top drawer, it really stands out,” says Leroy Zimmerman with Spokane Rock Products. “When it comes to concrete, Brian is about getting it done.” After attending this year’s ConExpo and hearing the roundtable conversation during the Contractor of the Year event in Las Vegas, Brian came away with a new mission:

installing GPS/machine control on one grader. “We’re see it paying off already in terms of efficiency, and achieving accuracies much more quickly – especially the tight tolerances the Federal Aviation Administration requires,” Brian says. “We looked at the rate of return and what we could do if we had the technology and made the plunge. It really was no different than our usual equipment acquisition strategy.”

Flip phones and iPads Although he laughs at his continued reliance on a flip phone, Brian equips his company leadership with iPads. “They are an efficient way to complete daily job reports, including job photos,” he says. “All of our safety topics are on our iPads.” The company’s .7450 experience mod rate has won them numerous safety awards, the most recent from the Inland Northwest Associated General Contractors.

“I’ve seen contractors where nothing worked including their backup alarms,” relates Matt Breen, construction manager at the Spokane International Airport. “But Brian brings a military precision to the construction site. At the end of the day, everything is lined up in a row, and they have that same discipline and rigor regarding safety.

I’ve had a quarter century of managing contractors, and when these guys get the job, I just heave a sign of relief.” Breen says he calls Brian “Dr. Construction.” “He’s very focused,” Breen elaborates. “He just bleeds diesel. If I have questions about concrete or heavy civil work, he’s the one I go to.”

Winkler crews place a structural slab at a data center in central Washington.

Slope work in northern Idaho.

EquipmentWorld.com | September 2014 55

pro pickup | by Bruce W. Smith

Road Test: 2015 GMC Sierra Denali HD

ROLLIN’ IN STYLE

GMC’s Denali 2500HD is as big a statement maker as it is a work truck

ike a heavyweight kickboxer dressed out in a tux, the black 2015 GMC Sierra 2500HD Denali I’m testing looks stylishly strong with fierceness ready to be unleashed at a moment’s notice. It has more power under the hood than most big rigs and an interior that’s as refined and quiet as many luxury sedans. The combination is what sets GMC’s Duramaxpowered flagship apart from lesserequipped heavy-duty Sierras. Built in Flint, Michigan, the 2500HD Denali is the trim-level anyone who wants to make the luxury work-truck statement would find very appealing. GM’s vaunted 6.6-liter Duramax, which is now making 397

56 September 2014 | EquipmentWorld.com

horsepower and 765 foot-pounds of torque, is backed by the same Allison 1000 six-speed automatic that has been the ideal powertrain marriage since they were paired up back in 2006. The powertrain is smooth and strong. The Crew Cab 4x4 Denali I’m driving has the 3.73 axle ratio that’s standard with the diesel option package ($8,845), and optional 20-inch forged aluminum wheels ($850) shod with Goodyear Wrangler SR-A ($200) street tires. The 6,900-pound truck turned impressive numbers at Gulfport Dragway, which is where I do most of my track testing. It hit 60 mph in 7.8 seconds and tripped the 1/4-mile trap in 16.0 seconds at 86.4 mph.

In comparison those numbers are better than recent Ram and Ford 2500 diesel and gas 4x4 models we’ve tested, and best even the lighter GMC Sierra 1500 4x4 5.3-liters we’ve run. From a work/recreational perspective, the Denali 2500HD is built for towing, whether short distances or cross-country. It has the power, and GM now certifies its 13,000-pound trailer weight rating under SAE J2807 specs with or without using a weight-distributing hitch. The Denail can also carry up to 17,400-pound 5th wheel or gooseneck trailers, and haul up to 3,082 pounds in the bed as long as the Gross Cargo Weight Rating (GCWR) doesn’t exceed 24,500 pounds.

Denali HD interior is a refined as it gets in a pickup, nicely appointed with leather and the finest trim in the GM arsenal.

Fuel economy is another area where I find the Sierra 2500HD impressive. I drove the Onyx Black crew cab over a 110-mile interstate test loop at 70 mph where the Duramax averaged 19.6 mpg. Driving it around town the fuel economy hovered north of 15.1. Those numbers give it a cruising range of roughly 700 miles and 540 in easy city driving. Spending that amount of seat time in some pickups isn’t my idea of a good time. But that’s not the case in the Denali package. The interior design and packaging is first class.

It’s roomy and comfortable. It’s also very quiet on the road – unless, of course, you crank up the Bose sound system. Storage is abundant with the center console big enough to swallow

file folders or a laptop, and enough smaller pockets and nooks throughout the cab to handle four people’s pocket incidentals. What does one have to pay for such a luxurious “work truck?”

EquipmentWorld.com | September 2014 57

pro pickup | continued Base price for the 2015 Sierra 2500HD Crew Cab 4x4 Denali is $53,740 with the 6.0-liter gas engine. The MSRP as tested with the diesel and all the options, $64,575. I can assure any business owners who want to ride in style while having all the muscle to do a day’s work will find the 2500HD Denali wonderfully surprising in all aspects of work, family or recreational needs.

Allison/Duramax badges on the hood are a GM work truck owner’s perfect marriage. The engine puts 397 horsepower and 765 foot-pounds of torque at the driver’s beckoning.

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final word | by Kirk Landers

They funded interstates, didn’t they?

ike a bad slapstick comedy that constantly repeats the same embarrassingly bad gags, Congresses dating back to the Bush Administration have been unwilling or unable to draft and fund a long term transportation bill appropriate to today’s challenges. For those who despair over this ineptitude, don’t jump from one of our crumbling bridges just yet, for there is hope. No, not that Congress will pass significant legislation any time soon. Rather, the reason for hope is that this has all happened before. Indeed, the history of our Republic’s elected body might be characterized as long periods of mediocrity interrupted by intense periods of sheer uselessness. Legislative acts of brilliance are brief moments that come and go like flashes of lightening. Congress’ most historic achievement in transportation legislation – authorizing and funding the Interstate Highway system – was just such a flash of brilliance, but even that was marked by bitter partisan in-fighting and the legislation that passed contained nearly fatal compromises that we had to deal with for the next 50 years. The Interstate concept championed by President Dwight D. Eisenhower was generally favored by liberals and moderates in both parties and opposed by conservatives in both parties. The project was funded by a new, three-cents-per-gallon federal fuel tax. The program that won Congressional approval in 1956 put a heavy priority on finishing 42,000 miles of roadway in 20 years and placed significant limits on pavement depth and quality to achieve that goal

66 September 2014 | EquipmentWorld.com

cheaply. One of the incentives for building roads cheap and fast was that the feds were paying for the original pavement, while maintenance and repair costs were to be the responsibilities of the states. The feds wanted to get in, get out and stay out by sticking the states with the future bills for rebuilding and renovating the system. For better and for worse, the Interstates revolutionized the American way of life, economically and socially. The fast, cheap original pavements outperformed their design lives, often by decades, but have been systematically replaced by stronger, more sophisticated and more cost-effective pavements. States have administered the rebuilding and maintenance of these roadways, but most of the money still comes from the federal fuel tax which swelled to 18.4-cents per gallon on gasoline and 24.4-cents for diesel by 1993. The tax has not increased in the past 21 years, which is the focal point of today’s futility. The Highway Trust Fund, which collects and distributes federal fuel taxes, is nearly insolvent; general tax revenues have been needed in recent years to sustain the federal program while the leadership of the House of Representatives dithers over how to increase revenues without increasing taxes. Some ideologues want to see the federal program die, with federal taxes reverting to the states, along with design and engineering authority, but that would return us to the unholy mess American roads were prior to the Interstate system. We can only hope that, as in 1956, our bumbling Congress eventually sees fit to fund a national road system.

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