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equipmentworld.com | September 2014

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THE NINE THINGS YOU NEED TOKNOW ABOUT DIESEL EXHAUST FLUID

P. 19

DEFKNOW ABOUT DIESEL EXHAUST FLUID ARTICS:P. 28

New models, fuel savings emerge from Tier 4 Final

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September Equipment WorldUntitled-12 2 8/19/14 1:43 PM

September Equipment World

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

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EquipmentMarketplace Machine Matters

EquipmentWorld.com | September 2014 5

Cover Story

Tier 4 Final tweak increases artic fuel effi ciency.

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.

Nine must-knows about the fl uid forTier 4 machines.

WHAT IS IT AND WHY DO YOU NEED IT?DEF:

Vol. 26 Number 9 | table of contents | September 2014

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September 2014 | EquipmentWorld.com6

table of contents | continued

For subscription information/inquiries, please email [email protected]. 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 [email protected]. 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 representa-tion or guarantee regarding the quality of goods and services advertised herein.

On Record Values in Vegas

Reporter Chinese equipment show open for registration

Product Report Directional drills

Safety WatchKnow when and where to dig when felling trees with an excavator

Quick Data Dozers

Contractor of the Year fi nalistBrian Winkler, Wm. Winkler Company, Newman Lake, Washington

Pro Pickup 2015 GMC Sierra Denali Road Test

Final Word They funded interstates, didn’t they?

Editorial Director: Marcia Gruver DoyleExecutive Editor: Tom JacksonManaging Editor: Amy MatersonOnline Managing Editor: Wayne GraysonExecutive Trucks Editor: Jack RobertsSpec Guide Editor: Richard RiesEditorial Intern: Brittany [email protected]

Art Director: Tony BrockAdvertising Production Manager: Sheana [email protected]

Senior VP, Market Development,Construction Media: Dan TidwellVP of Sales, Construction Media: Joe [email protected]

3200 Rice Mine Rd NETuscaloosa, AL 35406800-633-5953 randallreilly.com

Chairman/CEO: Mike ReillyPresident: Brent ReillyChief Process O� cer: Shane ElmoreChief Administration O� cer: David WrightSenior Vice President, Sales: Scott MillerSenior Vice President,Editorial and Research: Linda LongtonVice President of Events: Stacy McCantsVice President,Audience Development: Prescott ShiblesVice President, Digital Services: Nick ReidVice President, Marketing: Julie Arsenault

For change of address and other subscription inquiries,please contact: [email protected]

Editorial Awards:

Robert F. Boger Award for Special Reports,2006, 2007, 2008 Construction Writers Association

Jesse H. Neal Award, Best Subject-RelatedSeries of Articles, 2006American Business Media

Editorial Excellence Special SectionGold Award, 2006 Midwest-South Region,American Society ofBusiness Publication Editors

Editorial Excellence News AnalysisGold Award, 2006 Midwest-South Region,American Society of Business Publication Editors

Editorial Excellence News SectionSilver Award, 2005 Midwest-South Region,American Society of Business Publication Editors

Robert F. Boger Award for Feature Articles, 2005Construction Writers Association

Robert F. Boger Award, 2002Sept. 11th Feature Articles

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Departments

EW0914_TOC.indd 6 8/25/14 4:36 PM

T R A I L K I N G ’ S H D G

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WE BUILD IT SO YOU CAN HAUL IT

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Arched Gooseneck Design for ample clearance even at lowest king pin setting

5-Position Gooseneck Door Adjustment allows for a full 8” range of king pin height settingsOne-piece Main Beam Web and Flange Construction eliminates the potential for weak points 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 channelHeavy-Duty Pullout Front Outriggers at concentrated weight pivot point provides extra strength

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Have a heavy haul? Contact your nearest TRAIL KING dealer or call 800.843.3324 to learn more.

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ROAD AND MINERAL TECHNOLOGIES

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 infl uencing 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 37013Tel.: (615) 501-0600 . www.wirtgenamerica.com

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Oct. 3rd.That’s the deadline (probably just

a few weeks away by the time you get this) to apply to our 2015 Con-tractor 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 treat-ment from sponsor Caterpillar at the NASCAR Las Vegas race: tent hospital-ity, 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-com-petitors. In a Friday night roundtable discussion and a more informal Sat-urday 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?


on record | by Marcia Gruver [email protected]

Value in Vegas

To apply, go to equipmentworld.com/coy.

EW0914_On Record.indd 9 8/25/14 4:37 PM

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reporter | by Equipment World staff

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 experiment-ing, 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 fl avors, including Backfi ll and Pothole, all which go for $7 a bag. Every fl avor – in-cluding 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 experi-mentation. “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 offi ces 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 Marcia Gruver Doyle

With 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 mate-rial production equipment. It is organized by Messe Munchen International, the producers of the massive every-three-year Munich, Germany, bauma show. Currently, the top fi ve international exhibiting coun-tries are Germany (204 exhibitors), the United States (102), Italy (100), Korea (76) and Japan (52).

Chinese equipment show registration opens

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 companydeveloped a road-themed lineup

EW0914_Reporter.indd 11 8/25/14 4:38 PM

HOW CAN TRACTORS GET 5% BETTER FUEL ECONOMY?

THE NEW ALLISON TC10THE NEW ALLISON TC10™THE NEW ALLISON TC10™THE NEW ALLISON TC10TRACTOR TRANSMISSION

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.

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.

NOW AVAILABLE ON INTERNATIONAL TRUCKS

all isontransmission.com/tc10

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SAVE FUELSave 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-horse-power 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-fl ow rate, fuel injection, combustion and exhaust after-treatment. An elec-tronically actuated variable fl ow turbocharger and exhaust gas recirculation valve simplifi es air management and lengthens

component life. A diesel oxidation catalyst is

good for the life of the engine, and is a

100 percent pas-sive regenera-

tion 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 effi ciency 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 S-Mode, 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 fi lling 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 fi n spacing and an auto-reversing fan.

EDITOR’SPICK

EDITOR’SPICK

LONG-RANGE SCANNERQuickly 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 GLS-2000 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 but-ton. 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.

marketplace | by Amy Materson | [email protected]

EW0914_Marketplace.indd 13 8/25/14 4:40 PM


marketplace | continued

• 1/2" thick polyethylene

• Supports 120 t o n vehicles

• Leaves turf smooth in soft conditions

• Withstands record heat & cold

• Never get stuck again

• 1/2" thick polyethylene

• Features the bold diamond plate tread on one side and a finer, slip-resistant tread on the other side

• Ideal for 12 0 t o n vehicles as well as pedestrian traffic

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Call for the name of your nearby dealer:888-544-6287

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SAFETY TECH OUTRIGGER PADSRugged, one piece pads with rope handle. Available in wide variety of sizes to suit every or anyapplication.

Turn-A-Links - Lock mats together to form a continuous roadwayHandi-Hooks - Steel rod makes moving mats easierMAT-PAK - The complete package. Call for details.

Whatever you needin ground protectionmats, isyour ORIGINAL source

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PRECISE PLANERAchieve 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.

NEW BREAKER LINEHyundai 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 durabil-ity 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.

EW0914_Marketplace.indd 14 8/25/14 4:41 PM

©2013 The Charles Machine Works, Inc.

T HE T RUE W O R T H O F A M A C HINE IS M O RE

T H A N T HE ME TA L I T ’ S M A D E O F. I T ’ S T HE

ME T T L E O F T H O SE W H O STA ND BEHIND I T.

D AV IS H . EL L I O T C O N S T RU C T I O N C O M PA N YT E RRY D O W NIN G

V P / M A N A G E R O F O P E R AT I O N S , W ES T E RN D I V IS I O N

D I T C H W I T C H® O F O K L A H O M A G A RY B RID W EL L , O W NE R

WE’RE IN THIS TO GE THER.

T H A N T HE ME TA L I T ’ S M A D E O F. I T ’ S T HE

ME T T L E O F T H O SE W H O STA ND BEHIND I T.

WE’RE IN THIS TO GE THER.

YOU KNOW T IME IS MONE YAND AN IDLE CRE W IS

A C OSTLY CRE W. WE KNOW T IME IS MONE Y

AND AN IDLE CRE W IS A C OSTLY CRE W.


Untitled-14 1 3/25/14 9:08 AM

79079_FreightlinerVOC / FTL VOC TEM Up-fit Print / Trim: 15.75” x 10.25” Bleed: 16” x 10.75” Live: 15.25” x 10” / 4c / Pub: Equipment World

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

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 © 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 DetroitTM DD13® engine and Detroit Virtual TechnicianTM 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.

79079_FTL_TEMUpFitPrint.indd 2 8/18/14 4:05 PM

Untitled-33 2 8/22/14 1:16 PM

79079_FreightlinerVOC / FTL VOC TEM Up-fit Print / Trim: 15.75” x 10.25” Bleed: 16” x 10.75” Live: 15.25” x 10” / 4c / Pub: Equipment World

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

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 © 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 DetroitTM DD13® engine and Detroit Virtual TechnicianTM 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.

79079_FTL_TEMUpFitPrint.indd 2 8/18/14 4:05 PM


Untitled-33 3 8/22/14 1:16 PM

©2014 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

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.

Customer-Inspired.Technology.Technology.

CUIN 2887 hhp-construction-EW-fp.indd 1 5/20/14 3:10 PM


Untitled-17 1 5/21/14 8:46 AM


“Why does it have to be this way? Why are we having to do

one more thing?”Those are typically the fi rst ques-

tions customers ask Heath Watton, regional manager for Southeast-ern Equipment, Cambridge, Ohio, when they’re told about Tier 4 Fi-nal engines and the diesel exhaust fl uid (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, unfa-miliar technology and new mainte-nance 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 fi gure out. It won’t hurt productiv-ity. 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 equip-ment 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 fi ve 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-dis-placement off-road diesel engines (75 horsepower and up) use DEF to meet Tier 4 Final emissions regulations. The fl uid is injected into the exhaust stream and in the presence of cata-lysts 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 defi nes DEF as a mixture of 32.5 percent highly pure urea and 67.5 percent de-ionized

maintenance | by Tom Jackson | [email protected]

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

9 things you must knowto get a handle on DEF

Photo courtesy Thunder Creek/Chamness Technology

EW0914_Maintenance_DEF.indd 19 8/25/14 4:42 PM

water. Unlike fuel or lube oils, manu-facturers 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.

2. How much DEF do I need?As a rule of thumb, off-road ma-chines 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 en-gine. 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 de-signed for more EGR, less DEF consumption and will consume between 1 and 3 percent DEF relative to the fuel burned, says Andrew Kahler, product market-ing 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 con-sumed. Philippe Bisson, brand manager Case Con-struction Equipment, says the SCR-only system used in that company’s dozers and wheel loaders brings

a 10-percent improvement in fuel efficiency, lower component costs and other benefits.

Since each OEM will have a dif-ferent engine design it’s a good idea to conduct some due dili-gence and talk with your dealers about what many are now calling the overall “fluid consumption rates,” meaning the combined con-sumption of diesel and DEF. You’ll need to know this to develop ac-curate 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 consump-tion. Cold and humid environ-ments require less.

To plan for future DEF con-sumption 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 ap-plication.

“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 consum-ing it within six months to a year.”


maintenance | continued

Blue is for DEF, green for diesel. They are typically placed side by side so you can refuel both at the same time.



Untitled-33 1 9/18/13 10:26 AM

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 refillthe 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-fu-eling. DEF tanks gener-ally run from about 3 to as much as 17 gallons in size.

For utility machines that don’t get refueled ev-ery 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 con-tainers in the cab, in your truck or accessible on the site in case someone forgets.

5. What happens if amachine runs out of DEF?Unless you or one of your operators is negli-gent 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 con-tainers. 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 controlAlthough it’s widely available,

getting DEF to your off-road ma-chines presents a challenge. First you carry the fluid to the equip-ment. Second, you have to pre-vent contamination.

“It may be counterintuitive, but a truck stop is a clean environ-ment 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



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



Untitled-40 1 2/14/14 9:04 AM

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 ma-chine 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 equip-ment 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 han-dling 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 reac-tion 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 storageIf 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 stor-age 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, com-puters 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 pro-cess. Others may use electric heating elements.



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.


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Untitled-29 1 4/15/14 9:54 AM


9. Use dealer/OEM resources for educationAlthough managing a DEF component in your mainte-nance 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 unin-formed,” says Watton. “If they weren’t running an over-the-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 ma-chines 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 nec-essary.” 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 com-fortable 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.

Take control: volvoce.com/Control/ew

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 informa-tion 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-technol-ogy.html

Deere launched its Tier 4 Final education program to dealers in 2010. The company is using mobile apps and quick refer-ence 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 com-municate information related to aftertreatment for operators for each machine delivered. http://www.komatsuamerica.com/tier4

Thunder Creek has a variety of DEF-related information 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

Takeaways1. 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 222418. Clean around the DEF filler cap to avoid contamination when refilling.


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Untitled-31 1 8/22/14 8:39 AM

machine matters | by Richard Ries

ARTICSARTICSARTICSARTICSARTICSFUEL EFFICIENCY GAINSAS TIER 4 FINALADVANCES

FUEL EFFICIENCY GAINSAS TIER 4 FINALADVANCES


EW0914_MachineMatters.indd 28 8/25/14 4:44 PM


Crunching some numbers from the Equipment World Spec Guideprovides good insight into the ar-ticulated 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 pre-recession 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 require-ment 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 benefi ts to the customer while also meeting Tier 4 Final regulations; virtually all of them report fuel savings as part of that benefi ts 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 effi ciency, “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 regenera-tion 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-

fi ciency 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 effi ciency.) Caterpillar is also report-ing fuel effi ciency increases of up to 5 percent and details on its fuel effi ciency guarantee are available through its dealers.

Doosan says the new DA40 offers 8 percent better fuel effi ciency than the MT41 it replaces. In their testing the DA40 consumed 4.5 gallons per hour. Some of that effi ciency 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 en-gine 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 matterLooking 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 fi ve 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 catego-rized 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 op-eration should always buy the biggest machines that it can run effectively. “But these consider-ations 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

ARTICS

Volvo’s G-series articulated haulers – including the A35G, A35G FS, A40G and A40G FS – have new turbo-

charged six-cylinder engines redesigned to adhere to Tier 4 regulations. Automatic traction control keeps the models sure-footed, 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.


all trucks, regardless of size. Cater-pillar’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 pan-els, 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

remains. “Although all tonnage sizes of articu-lated trucks are found in all industry segments, from mining and heavy construction to waste and general construc-tion, the larger machines are sold in a higher proportion into mining and heavy construction,” says Anthony Pollock of Caterpillar. While those larger trucks are designed with productiv-ity as a key consideration, smaller trucks focus more on controlling total cost of ownership, an essential consideration in the rental market. Caterpillar’s 725C, for example, fea-tures an integral front bumper and full belly pan to help control repair costs.

CompensationWhile operators of motor graders, excavators and other equipment often receive extensive training, many

behind the wheel of an articulated dump truck do not. Many of the features on an ADT are intended to compensate for this lack of training and can improve productivity even with well-trained, highly-experienced operators. Two examples of this are traction control and auto-dump.

Each manufacturer’s traction control system is unique to that manufacturer. Komatsu’s system monitors wheel speed on the front and middle axles. If the machine detects wheel slip it will automati-


machine matters | continued

Doosan has launched the new DA40 articulated dump truck, the first in a new family of ADTs. Powered

by a 6-cylinder Tier 4 Interim engine with a net power output of 490 horsepower at 2,100 rpm, the DA40 offers an 11 percent increase in engine power. The unit has a 28 percent increase in gross torque to 1,750 foot-pounds at 1,300 rpm, Other features in-clude permanent 6-wheel drive, new hydro-gas front suspension, low fuel consumption and a fully automatic greasing system.


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Untitled-14 1 8/20/14 8:52 AM

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 bulldoz-ers 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 ad-just engagement as wheels pass through areas of varying traction. The system will adjust the clutch engagement up to 100 percent locking in the worst underfoot conditions. The Cat ATC system is also integrated with the ma-chine’s steering

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 sys-tems, 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 inde-pendently or in unison, set to auto-matic or engaged via a foot switch, and the inter-axle lock engages automatically in reverse to improve effi ciency when backing uphill.

Auto-dump is mostly standardized across brands. The operator posi-tions the truck and pushes a button. The system sets the brakes, increas-es 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



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 func-tionality has increased with customer-focused enhancements and automated machine protection. The

E-series benefi ts from the evolution of Bell’s fl eet monitoring system, which has been upgraded for the smaller ADTs to offer real-time tracking.

Some companies have you choose power or fuel efficiency. You chose both.

Smart works.Get both: volvoce.com/Guaranteed/ew

continued on page 36


EquipmentWorld.com | July 2014 33

The HM400-3 articulated truck by Komatsu is powered by the compa-ny’s SAA6D140E-6 Tier 4 Interim 469-horsepower engine. The HM400-3 features a maximum gross weight of 162,569 pounds and hauls up

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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.) accom-modate a truck of a given size?

• Does the loading tool match the truck?

• Will there be consistent work for that size of

machine?


80 70 70 10010.2 7.4 7.4 100 100 100100 100 60 100 100 70 70 30 30 100 100 60 100 100 100 10070 70 30 30 100 100 60 70 70 4070 70 30 30 100 40 100 40 40 100 10 40 40 20 70 70 3.1 2.2 2.270 40 40 75 66 6650 40 4025 19 19B 0 0 0 0

100 70 30 100 10 25 50 75 90 100100 60 100 70 30 100 60 40 70 4070 30 100 40 40 100 40 100 40 70 40 70 40 40 340 70 40 70 40 40100 60A

3%ISO 12647-7 Digital Control Strip 2009

contact

Melissa [email protected] 895 5032 Dir312.427.6413 Tel

team initial

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client/brand

Mack Trucksproject

Advertising

file name

Mack_GranitePolk_EquipWorld_Spd_Sept_r03.indd

page

1 of 1

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8-18-2014 1:20 PM

version/item number

Granite Polk

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5883 014 05

due

Aug.18, 2014

inks

Cyan, Magenta, Yellow, Black

links

Granite_DriverFrontPassenger_r2_flat.psd (461 ppi; CMYK) Mack_Logo_W.ai Mack_BReady_Long_W.ai

notes

None

gutter

0.5” x 1.25”

flat (final scale)15.75”w x 10.5”h

bleed (final scale)0.125”w x 0.125”h

live (final scale)0.25”w x 0.25”h

media

Print — SPRD4Cscale

1” = 1”

binding

None

internal Michael ScusselNone

folds or panels

Vertical: 7.875”

finished size

7.875” x 10.5”

overprint

green onyellow off

Equipment World—Sept. Issue

Say hello to America’s #1 selling conventional straight truck.*

It’s good to have friends in high places.

The Mack® Granite® 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 ® Net U.S. Class 8 commercial vehicle registrations for 10 liter and larger engines in CY 2013.

MackTrucks.com

T:15.75”

T:10.5”

Untitled-17 2 8/20/14 9:59 AM

80 70 70 10010.2 7.4 7.4 100 100 100100 100 60 100 100 70 70 30 30 100 100 60 100 100 100 10070 70 30 30 100 100 60 70 70 4070 70 30 30 100 40 100 40 40 100 10 40 40 20 70 70 3.1 2.2 2.270 40 40 75 66 6650 40 4025 19 19B 0 0 0 0

100 70 30 100 10 25 50 75 90 100100 60 100 70 30 100 60 40 70 4070 30 100 40 40 100 40 100 40 70 40 70 40 40 340 70 40 70 40 40100 60A

3%ISO 12647-7 Digital Control Strip 2009

contact

Melissa [email protected] 895 5032 Dir312.427.6413 Tel

team initial

ce S. Cherouny ______pm M. Keller ______cd M. Ganser ______ds J. Geiyer ______cw C. Silva ______pp H. Wade ______pr None ______ab None rt S. Hermanpd M. Scussel dd T. El-Mofty

client/brand

Mack Trucksproject

Advertising

file name

Mack_GranitePolk_EquipWorld_Spd_Sept_r03.indd

page

1 of 1

last modified

8-18-2014 1:20 PM

version/item number

Granite Polk

job number

5883 014 05

due

Aug.18, 2014

inks

Cyan, Magenta, Yellow, Black

links

Granite_DriverFrontPassenger_r2_flat.psd (461 ppi; CMYK) Mack_Logo_W.ai Mack_BReady_Long_W.ai

notes

None

gutter

0.5” x 1.25”

flat (final scale)15.75”w x 10.5”h

bleed (final scale)0.125”w x 0.125”h

live (final scale)0.25”w x 0.25”h

media

Print — SPRD4Cscale

1” = 1”

binding

None

internal Michael ScusselNone

folds or panels

Vertical: 7.875”

finished size

7.875” x 10.5”

overprint

green onyellow off

Equipment World—Sept. Issue

Say hello to America’s #1 selling conventional straight truck.*

It’s good to have friends in high places.

The Mack® Granite® 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 ® Net U.S. Class 8 commercial vehicle registrations for 10 liter and larger engines in CY 2013.

MackTrucks.com

T:15.75”T:10.5”


Untitled-17 3 8/20/14 9:59 AM



The new 46-ton John Deere 460E ADT joins the 370E and the 410E as part of company’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 transmis-

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Untitled-39 1 5/14/14 4:21 PM

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 over-head 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 rear-facing camera on the

continued on page 39

continued from page 32


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July 2014 | EquipmentWorld.com38

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• 50 - 1000 CFM of rotary screw compressor power• A fraction of the cost of tow-behinds• Increased maneuverability• Fuel-saving• Convenient accessibility• Available for Ford® Super Duty• Proudly made in the USA

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

fi lter, instead using a diesel oxidation catalyst. The CAN-con-trolled engine exhaust brake improves reaction and perfor-mance of the exhaust brake retardation. Terex Trucks is now a division of Volvo Construction Equipment.


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 support-ing 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 retard-ers are engine brakes. These engines brakes are controlled by the trucks’ CAN bus systems, providing faster response and better modulation of engine brake performance.


EquipmentWorld.com | July 2014 39

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The Cat C-series articulated dump trucks – 725C, 730C, and 730C EJ ejector – feature new engines with more power, advanced trans-mission 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.

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 elec-tronics 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 accelera-tor 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. Com-pared 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.

continued from page 36


Idle Engines, Not Hands.

GX200

iGX340 GX690GX100GX35

Downtime is a construction foreman’s worst enemy. One way to keep your crewrunning like a fine-tuned machine is to make sure your equipment is powered byengines you can rely on. Our GX Series features a full line of engines that deliverthe durability, performance and fuel efficiency needed to keep your crewsworking and your project on schedule. And our 3-Year Warranty* proves that whenwe say our engines offer renowned reliability, that’s a claim we stand behind.When it comes to easy starts, lighter weight and performance, the GX Series isdefinitely the one you want to get your hands on. Log on to engines.honda.comand find out how you can put our engines to work for you.

*Warranty applies to all Honda GX Series Engines, 100cc or larger purchased at retail or put into rental service since January 1, 2009.Warranty excludes the Honda GXV160 model. See full warranty details at Honda.com. For optimum performance and safety, please readthe owner’s manual before operating your Honda Power Equipment. ©2012 American Honda Motor Co., Inc.

ENA1001_Gloves_7.875x10.5_ENA1001_Gloves_7.875x10.5 3/16/12 2:41 PM Page 1

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

Untitled-25 1 3/21/12 2:13 PM


Operator-centric movesKeeping operators happy and pro-ductive 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 infor-mation 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 man-ager, underground.

All of the machines in Vermeer’s Navigator drill lineup have com-mon controls, which help operators become profi cient 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 Ter-rain 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 typi-cally receive a signifi cant discount off their insurance premiums.”

Barbco is using programmable controllers “that provide a fl exible, expandable and cost effective total machine management system,” says Tony Barbera, co-owner of Barbco.

Meeting the demandsof smaller jobsites“Drills are being built today to accommodate a smaller jobsite foot-print,” adds Barbera. “This is driving manufacturers to create maxi-size drills that use 20-foot drill stems.”

product report | by Marcia Gruver Doyle | [email protected]

Here’s a quick overview of what’s happening in what Ditch Witch terms a “stable, healthy” directional drilling market:

What’s newwith directional drills????????What’s new?What’s newwith directional drills?with directional drills

EW0914_Product Report_Directional Drills.indd 41 8/25/14 4:50 PM


product report | continued

PRODUCT ROUNDUP

ToroPowered 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.

Smart works.Take a look: volvoce.com/Haulers/ew

Ditch WitchThe 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 fl uid 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.

VermeerThe 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.


© 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

EQUIPMENT MANAGEMENTUNCOVER THE VALUE YOU WANT

Equipment Management Solutions (EMSolutions) is built to help you better manage your assets and lower your operating costs. Working with your Cat® Dealer, you can monitor location, fuel burn and utilization, as well as health and maintenance issues like hours, fluid contamination and more.

Equipment Management is just one of the areas where CAT CONNECT SOLUTIONS combines technology and services to boost your job site efficiency. Using the information gathered from technology-equipped machines, your Cat Dealer can help you find new ways to enhance production, reduce costs, improve safety and build the more sustainable, successful business you want.

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Untitled-22 1 7/15/14 2:55 PM


product report | continued


• 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

• DESIGNED, TESTED AND MANUFACTURED BY THE ORIGINAL DROP HAMMER DEVELOPERS

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TO WATCH THE HURRICANE IN ACTION E-MAIL US AT [email protected]

UNIVERSAL SELLS PARTS FOR ALL OTHER BRAND DROP HAMMERS

INCLUDING CYCLONES

Universal Impact_EW0614_PG.indd 1 5/22/14 10:46 AM

PRODUCT ROUNDUP

TT TechnologiesThe 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.

BarbcoWith 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 deliv-ers 450 gallons per minute.


www.EquipmentWorld.comWe 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.

EW Mobile_TBFE13_PGVII.indd 1 5/9/13 4:18 PM

Untitled-4 1 8/19/14 3:02 PM

Sponsored by:

Interested? Just go toequipmentworld.com/coy to get started.

Jeremy Hiltz, our 2014 Contractorof the Year, has a great story.

So do you.

equipmentworld.com | May 2014

®

JEREMY HILTZJEREMY HILTZ EXCAVATING

ASHLAND, NEW HAMPSHIRE

2014CONTRACTOR

YEAR

P. 18P. 18P.

OF THE

Old school skills and new school technology

combined with alifelong fascinationwith equipment putthis New Hampshire

native on top

Old school skills and new school technology

combined with alifelong fascinationwith equipment putthis New Hampshire

native on top

EW0514_Cover.indd 74 6/20/14 1:57 PM

One way to make sure it getstold is to become one of our2015 Contractor of the Year fi nalists.

Our Contractor of the Year pro-gram 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 fi nalist fi rms in 2015.

Our fi nalist representatives receive a free weekend at the exclusive Wynn resort in Las Vegas.Plus you will be Caterpillar’shonored guest at the Las VegasNASCAR race next March –complete with pit tours, driverappearances, and VIP tent hospitality.

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Major miscalculations

Information for this Safety Watch is from an accident report, the Center for Disease Control’s NIOSH Fatality Assessment and Control Evaluation program, and OSHA standard 29 CFR 1910.266. It is meant for general information only.

The accident: A site develop-ment contractor on a parking lot project had assigned three workers to clear the site. A worker began using a hy-draulic excava-tor to remove trees, using the bucket to both dig away from the base of the tree and then to push the trunk of the tree over. A tree fell onto the cab of the excavator, pinning him inside. He was pro-nounced dead at the scene from mechanical asphyxia as a result of being pinned in a contorted position.

The bottom line: A post-accident investigation determined the tree that fell onto the cab was approxi-mately 60 feet tall, with an 18-inch diameter, and had a shallow root system that made the tree unstable. Furthermore, the area the worker was clearing was muddy with shal-low ponds. The investigation deter-mined the area was not conducive to heavy equipment stability, and land-clearing applications such as tree felling should have been post-poned until conditions improved. The company also did not have a

felling plan in place to familiarize operators with the hazards of the process.

Landclearing lessonsWhen clearing land, using a pur-pose-built carrier such as a forestry machine is the safest method for felling trees. If no forestry machine is available, make sure you use best practices when using an exca-vator to knock down trees:Be wary around water. Not only must the water level be no deeper than the top of the excavator’s tracks, the bottom of the stream or pond where you are working must be able to support the weight of the machine. Wet, unstable soil combined with potentially shallow root systems could cause you to

lose control of the tree.Don’t work in high winds. What-ever hazardous conditions you may encounter will be worsened by gusting winds. Once the tree is free of the ground, changing wind directions and speeds will limit your ability to control the direction in which the tree will fall.Get the proper training. Experi-ence is your friend when taking down trees. Understanding what type of material you’re dealing with and how to best remove it is key, and training will help you to understand how wind direc-tion and tree lean can impact the direction of the tree’s fall. Knowing where to make the first dig is im-portant in securing your safety and the safety of your crew.

safety watch | by Amy Materson | [email protected]


Date of safety talk: Leader: _____________________ Attending:

Illus

trat

ion

by D

on L

omax

When felling trees with an excavator, make sure you know when and where to dig

EW0914_Safety Watch.indd 47 8/25/14 4:52 PM

Enormes errores de cálculo

Illustration by Don Lomax

El accidente: Una firma contratista que operaba en un proyecto de estacionamiento ha asignado a tres trabajadores que despejen el área. Un trabajador empieza a utilizar una excavadora hidráulica para retirar los árboles utilizando el cubo para cavar desde la base del árbol en adelante y luego empujar el tronco para derribarlo. Un árbol cayó sobre la cabina de la excavadora, aplastándolo en su interior. Fue declarado muerto en el lugar por asfixia mecánica comoconsecuencia de haber sido aplastado en una postura contorsionada.

Conclusión: Una investigación posterior al accidente determinó que el árbol que cayó sobre la

cabina tenía unos 60 pies (18 metros) de alto y 18 pulgadas (45 cm) de diámetro, con raícessuperficiales que lo hacían inestable. Más aun, el área que el trabajador estaba despejando estaba lodosa, con pozas de agua poco profundas. La investigación determinó que el área no era adecuada para la estabilidad de maquinaria pesada, y que las actividades de despeje del terreno tales como el derribo de árboles deberían haber sido pospuestas hasta que mejoren las condiciones. Tampoco la compañía teníaestablecido un plan de derrumbe de árboles para familiarizar a los trabajadores con los riesgos de dicha actividad.

Lecciones a aprenderPara despejar un terreno, el método más seguro para derrumbar árboles es usar un vehículo especialmente diseñado como una máquina forestal. Si no hay una máquina forestal disponible, asegúrese de seguir prácticas seguras al usar una excavadora para tumbar árboles. Sea cuidadoso cerca del agua. No sólo el nivel de agua no debe ser más profundo que la altura de las huellas de la excavadora, el fondo de la corriente de agua o elestanque donde trabaje debe podersoportar el peso de la máquina. Un suelo húmedo e inestable encombinación con raíces pocoprofundas podrían hacerle perder el control del árbol. No trabaje con vientos fuertes. Cualquier condición peligrosa que encuentre se verá empeorada por ráfagas de viento. Una vez liberado el árbol, los cambios en la dirección y velocidad del viento limitarán su capacidad de controlar la dirección en que caerá el árbol. Obtenga la capacitación adecuada. La experiencia es una buena amiga a la hora de derribar árboles. Esimportantísimo entender con qué tipo de material está tratando y cuál es la mejor manera de eliminarlo, y la capacitación le ayudará aentender cómo la dirección del viento y la inclinación del árbol pueden afectar la dirección de su caída. Saber dónde hacer la primeraexcavación es importante para ga-rantizar su seguridad y la seguridad de su cuadrilla de trabajo.

La información para esta Alerta de Seguridad proviene de un reporte de accidente, del programa de Evaluación y Control de Víctimas Fatales del NIOSH del Centro de Control de Enfermedades, y de la norma 29 CFR 1910.266. Tiene únicamente fines de información general.

alerta de seguridad | por Amy Materson | [email protected]


Fecha de la charla de seguridad: Líder: _______________Asistentes:

Illus

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ion

by D

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omax

Cuando esté derribando árboles con una excavadora, asegúrese de saber cuándo y dónde cavar

EW0914_Safety Watch.indd 48 8/25/14 4:52 PM

Visit equipmentworld.com/safetywatch

Lookingfor safetyresources?

AVAILABLE IN ENGLISH and SPANISH

Safety Watch articles are now available fordownload on our website. Designed for use in training and in toolbox talks, the articles cover a range ofimportant safety topics such as falls, trenching, welding, back-overaccidents and more.

Each Safety Watch features an actual construction accident, and outlines ways to prevent similar accidents from occurring on your jobsite.

Equipment World’s

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C

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CM

MY

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Equip0614PG055.pdf 1 5/27/14 3:19 PM

SP8923_EW_CDP logo signsH.indd 8 1/21/09 2:11:15 PM

Contr Dream Package_EW0914_PG050.indd 1 8/25/14 10:05 AM

Auctions

A snapshot of new and used sales trends from Randall-Reilly’s Equipment Data Associates and TopBid auction price service.Dozers

14,000

12,000

10,000

8,000

6,000

4,000

2,000

1,000

0

Dozer buying patterns*

Numberof units

New Used

*Financed equipment, 2004-2013. Source: EDA, edadata.com

Cat D8T, 281 units

Top fi nancednew dozer*

Top fi nancedused dozer*

*August 1, 2013 to July 31, 2014,includes LGP models. Source: EDA,

edadata.com (Note: EDA reports are continually updated.)

Final bidsunit count: 236

$1.07 million

HIGH

$1,070,000

LOW

$48,000

AVER

AGE

$167,206

OTHERTOP BIDS

July 2013-July 2014; prices for dozers 5 years old and newer, U.S. sales only. Only includes bids $5,000 and above. Source: TopBid, topbid.com

$810,000, 2012 Cat D10T, Ritchie Bros., Mar. 6, 2014, Las Vegas, NV.$505,000, 2012 Cat D8T, Alex Lyon & Sons Auctioneers, Feb. 7, 2014, Kissimmee, FL.

Other top selling machine: Cat D5K2 LGP, 250 units


quick data | by Marcia Gruver Doyle | [email protected]

Top three states for dozer buyers*

Top fi nanced dozer brands*

Over the past year, Caterpillar had 53% fi nanced market share, fol-lowed by John Deere at 25% and Komatsu at 12%.

New high: 2006, 6,756 units

New low: 2010, 707 units

Used low: 2009, 6,821 unitsUsed high: 2004, 11,923 units

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

* August 1, 2013 to July 31, 2014, includes both new and used fi nanced sales; includes LGP models (Note: EDA reports are continu-ally updated.) Source: EDA, edadata.com

*Comparison of number of dozers (including LGP) fi nanced August 1, 2013 to July 31, 2014, and August 1, 2012 to July 31, 2013. Source: EDA, edadata.com

New, used dozersyear-over-year change*

NEWUp 14% Down 9%

USED

1

1

2

2

3

3

Texas, 1,467 buyers

Caterpillar, 7,180 units

Oklahoma, 681 buyers

Deere, 3,456 units

Mississippi, 466 buyers

Komatsu, 1,700 units

Trend prices for the top 10 models of dozers sold at auction, not seasonally adjusted. 5-year average price: $123,845

$150,000$140,000$130,000$120,000$110,000$100,000$90,000$80,000$70,000$60,000$50,000$40,000$30,000

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

Oct

.

Jan.

Apr

.

July

2009 2010 2011 2012 2013 ‘14

Low/Current: July 2014$103,887

Dozer auction prices, 2009-July 2014

Price

High: July 2011$138,624

140,000130,000120,000110,000100,000

High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011High: July 2011

Top auction price, paid each for two 2012 Cat D10TSsold on Oct. 18, 2013, by Ritchie Bros. AuctioneersInternational in Phoenix, Arizona.

Deere 700K, 278 units

EW0914_Quick Data.indd 51 8/25/14 4:54 PM

CONGRATULATIONS

Sponsored by:

to the 2014winner and fi nalists

Contractor of the Year

Dwaine DossDoss Enterprises

Jane Lew, West Virginia

Daniel Thiel andSteven Mueller

J&S General Contracting Osceola, Wisconsin

Kevin and Shawn Guyer Guyer Brothers Construction New Enterprise, Pennsylvania

Don Facciobene Don Facciobene

Incorporated (DFI) Palm Bay, Florida

Don Facciobene

Dwaine Doss Kevin and Shawn Guyer Daniel Thiel andJeremy HiltzJeremy Hiltz ExcavatingAshland, New Hampshire

Vern LarmanLarman Construction

Garland, Texas

Brian WinotNortheast Site Contractors

East Stroudsburg, Pennsylvania

Brad PhillipsPhillips CompaniesBeavercreek, Ohio

Landon FloydPrecision Pipeline

Cedar City, Utah

Doug ThomasThomas Construction

Grove City, Pennsylvania

James Tollestrup James Tollestrup

ConstructionLethbridge, Alberta

Brian WinklerWm. Winkler Company

Newman Lake, Washington

WIN

NER

COY Congrats2_EW0514_PG.indd 1 4/24/14 4:21 PM

“We love to do any-thing that involves concrete,” says Brian

Winkler, 47, president of Wm. Win-kler Company.

In fact, concrete has been Wm. Winkler Company’s material of choice since Brian’s grandfather started the firm in Spokane, Wash-ington, in 1919. His grandfather did

curb and gutter work, and Brian’s father, the oldest of 11 children, joined two brothers in continu-ing 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 experi-ence, 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 lo-cation 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 com-plete Division 3 package – struc-tural and flatwork concrete.

Although concrete work – includ-ing 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, de-molition and a recycling operation in Spokane.

During the recession, Wm. Win-kler’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,


Wm. Winkler CompanyYear started: 1919 Number of employees: 100-150Annual revenues: $14 to $15 millionMarkets served: Civil and concrete construction, including highways, buildings, airports.

Brian WinklerNewman Lake, Washington

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

contractor of the year | by Marcia Gruver Doyle

EW0914_COY.indd 53 8/25/14 4:56 PM

and is doing place and fi nish work at the new Statewide Library Ar-chives Museum in Juno, Alaska.)

“We had enough going on in dif-ferent 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 criti-cal 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 Sup-ply. “All of his top guys are Ameri-can Concrete Institute certifi ed; 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 par-ticipated in an American Society of Concrete Contractor’s Mix Group, a peer group of around six non-competitive contractors who share best practices, visiting each other’s operations to help come up with

solutions for mutual problems.The company has an active

Facebook page, posting pictures of recent projects, including pour-ing the foundation for the world’s largest wooden roller coaster at Six Flags Great America in Chicago.

Take care of your fl eetWm. Winkler runs two shop shifts, operating from 5:30 a.m. to 9:30 p.m.

The large, well-organized shop un-derlines Brian’s equipment philoso-phy: control your productivity and costs by taking care of your fl eet. The company employs an equip-ment manager and several mechan-ics and runs two shop shifts that operate from 5:30 a.m. to 9:30 p.m. “I like everything to be clean, orga-nized and ready to go,” Brian says.

Heavy trucks, pickup trucks and loaders are typically bought new. “Loaders today are so much more agile, fuel effi cient and offer greater operator comfort,” Brian says. “Making our operators comfortable

contributes to morale, and gives us a huge return.”

The company uses rental equip-ment to get the right mix on far-fl ung jobs. “We might own four telehandlers, but need seven,” Brian says. “We’ll rent the rest.” The company’s over-the-road truck fl eet keeps its equipment moving between jobs.

Brian also stresses communication: every week his key shop, fi eld and offi ce personnel meet. “That way, for example, the shop knows if a ma-chine is critical to a job. And every-one understands why we track fuel burn per hour per unit,” Brian says.

“His equipment is top drawer, it really stands out,” says Leroy Zim-merman with Spokane Rock Prod-ucts. “When it comes to concrete, Brian is about getting it done.”

After attending this year’s Con-Expo and hearing the roundtable conversation during the Contractor of the Year event in Las Vegas, Brian came away with a new mission:


contractor of the year | continued

Winkler received a 2014 Excellence in Concrete Construction award from the Washington Aggregates & Concrete As-sociation for its concrete paving work on the Liberty Lake Roundabout in Spokane.

EW0914_COY.indd 54 8/25/14 4:57 PM

installing GPS/machine control on one grader.

“We’re see it paying off already in terms of effi ciency, and achiev-ing 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 equip-ment acquisition strategy.”

Flip phones and iPadsAlthough he laughs at his contin-ued reliance on a fl ip phone, Brian equips his company leadership with iPads. “They are an effi cient way to complete daily job reports, includ-ing 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 Spo-kane 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 dis-cipline and rigor regarding safety.

I’ve had a quarter century of man-aging 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 elabo-rates. “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 ata data centerin centralWashington.

Slope work in northern Idaho.

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pro pickup | by Bruce W. Smith


L ike a heavyweight kick-boxer dressed out in a tux, the black 2015 GMC Sierra 2500HD Denali I’m testing looks stylishly

strong with fi erceness 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 refi ned and quiet as many luxury sedans. The combi-nation is what sets GMC’s Duramax-powered fl agship apart from lesser-equipped 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 fi nd very appealing.

GM’s vaunted 6.6-liter Dura-max, which is now making 397

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 Wran-gler 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-li-ters we’ve run.

From a work/recreational per-spective, the Denali 2500HD is built for towing, whether short distances or cross-country.

It has the power, and GM now certifi es 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 goose-neck 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.

ROLLIN’ IN STYLE

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

Road Test: 2015 GMC Sierra Denali HD

EW0914_Pro Pickup.indd 56 8/25/14 4:58 PM


ROLLIN’ IN STYLEFuel 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 hov-ered 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 cen-ter console big enough to swallow

file folders or a laptop, and enough smaller pockets and nooks through-out the cab to handle four people’s pocket incidentals.

What does one have to pay for such a luxurious “work truck?”

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


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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L ike a bad slapstick comedy that constantly repeats the same embarrassingly bad gags, Con-gresses dating back to the Bush Administration have been unwill-

ing or unable to draft and fund a long term transportation bill appropriate to today’s challenges.

For those who despair over this inepti-tude, don’t jump from one of our crumbling bridges just yet, for there is hope. No, not that Congress will pass significant legisla-tion any time soon. Rather, the reason for hope is that this has all happened be-fore. 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 sys-tem – 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 gener-ally 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 pave-ment depth and quality to achieve that goal

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 de-sign lives, often by decades, but have been systematically replaced by stronger, more sophisticated and more cost-effective pave-ments. States have administered the rebuild-ing 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 futil-ity. 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 engineer-ing 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.

final word | by Kirk Landers

They funded interstates, didn’t they?

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