Fleet Equipment, September 2013

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Managing Equipment Assets

September 2013

■ Save money, optimize oil drain intervals

■ Transmissions & integrated powertrains

■ Trailer air suspension guidelines

Forward thinkingMeijer and its suppliers are benefiting fromevaluating new vehicles, systems and components

On the Inside

Departments

EDITORIAL ADVISORY BOARD

Steve Duley,Vice President of PurchasingSchneider National Inc.

David Foster,Vice President ofMaintenanceSoutheastern Freight Lines

Bob Hamilton,Director of Fleet MaintenanceBozzuto's Inc.

Peter Nativo, Director of MaintenanceTransport Service Co.

Darry Stuart,President & CEO DWS Fleet Management

Sept.

16 Timely TipsExtending battery life cycles

18 Industry NewsClass 8 used truckvolumes recover

56 Truck ProductsAlliance Truck parts launchesnew coolant, antifreeze products

60 T&BEast Manufacturing introducesall-aluminum flatbed trailer

62 ShopKiene Diesel adds clutchcaddy adapter

Editorial 4CAROL BIRKLAND

Light- & Medium-duty 6SETH SKYDEL

Fuels & Lubes 8JOHN MARTIN

Tires & Wheels 10AL COHN

Service & Support 12D. MICHAEL PENNINGTON

Heavy-duty News 14JASON MORGAN

Post Script 68

Columns

Vol. 39 | Number 9 | 2013

Features

Founded 1974. Copyright 2013 Babcox Media Inc.36

44

On the CoverWestern Star 4700 tractor

30 Trailer Topics | Planning ahead for year-end TRU purchases

32 IT for Asset Management | IT convergence transforming trucking

36 Aftermarket Insights | Trailer air suspensions explained

44 Equipment Management | Optimizing drain intervals

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

integrated powertrains

52 Fleet Profile | Forward Thinking: Benefiting from evaluating new vehicles

48

Rapid Response: 800-930-7204 ext. 54001

4 September 2013 | Fleet Equipment

With the introduction of 2010 EPA-compliant diesel engines, which included se-lective catalytic reduction (SCR) technology, diesel exhaust fluid (DEF) has be-

come a mandatory commodity for all fleet managers running these engines. Manyof those fleets still have questions about how it impacts day-to-day operations. Inan August 2013 online survey of the trucking industry, PEAK Commercial & Indus-trial, the makers of BlueDEF, found that the top concern of those surveyed was howDEF with SCR technology impact overall fuel economy.

Survey respondents were provided the following choices and asked to rank their topconcerns with DEF usage as follows:

• Performance in freezing temperatures;• Effect on fuel economy;• Additional cost to overall maintenance budget;• Proper storage;• Ease of accessibility (finding it when needed); and• Contamination (using the right accessories).Not surprisingly, fuel economy ranked number one with the highest overall ranking,

followed by added maintenance costs and performance in freezing temperatures. According to Dr. Frank Cook, senior vice president of new product development with

Peak Commercial & Industrial explains, “With the use of DEF with SCR technology, theengine can be tuned to run at optimal conditions, which gives a more complete fuelburn and better fuel economy.

Understanding there are questions about the trade-off of additional DEF cost versusfuel saved, Cook provided this breakdown:

• If you get better fuel economy as a result of SCR engines and save 3%, that wouldbe 3 gal. of diesel at $4 a gal. for every 100 gal. of fuel (about $12 saved);

• At a 3% treat rate you would use 3 gal. of DEF for that same 100 gal. of fuel (about$8.37 spent); and

• Since DEF is less than the cost of diesel, operating costs are actually lower. Forevery dollar spent on DEF, it is about 40 to 50 cents less you are spending on dieselfuel, which is a solid return rate.

Typically fleets only have to fill the DEF tank once every 6,000 mi., which can be viatruck stop pumps, company storage containers or retail containers, Cook added.

According to the Diesel Technology Forum (www.dieselforum.org), SCR technology isone of the most cost-effective and fuel-efficient technologies available to help reducediesel engine emissions. A all heavy-duty diesel truck engines (produced after Jan. 1, 2010) must now meet the EPA standards, among the most stringent in theworld, reducing particulate matter (PM) and nitrogen oxides (NOx) to near zero levels.

There are environmental benefits since SCR can reduce NOx emissions up to 90%while simultaneously reducing HC and CO emissions by 50 to 90% and PM emissionsby 30 to 50%. Other benefits include cost savings related to the fact that SCR systemscan be combined with a diesel particulate filter to achieve even greater emission re-ductions for PM. The Forum also reports that in the commercial trucking industry, someSCR-equipped truck fleets are indeed reporting fuel economy gains of 3 to 5%. /

CAROL BIRKLAND | EDITOR-IN-CHIEF

PUBLISHERDean Martin, Publisher330-670-1234, Ext. [email protected]

EDITORIALCarol Birkland, [email protected]

Tom Gelinas, Editorial [email protected]

Denise Koeth, Sr. Editor330-670-1234, Ext. [email protected]

Jason Morgan,Managing Editor330-670-1234, Ext. [email protected]

Seth Skydel, Sr. Contributing [email protected]

D. Michael Pennington, Sr. Staff [email protected]

Al Cohn, Contributing [email protected]

John Martin, Contributing [email protected]

GRAPHIC DESIGNTammy House, Sr. Graphic Designer330-670-1234, Ext. [email protected]

ADVERTISING SERVICESKelly McAleese, Ad Services Manager330-670-1234, Ext. [email protected]

CIRCULATION SERVICESPat Robinson, Circulation Manager330-670-1234, Ext. [email protected]

Star Mackey, Circulation Assistant330-670-1234, Ext. [email protected]

CORPORATEBill Babcox, PresidentGreg Cira, Vice President,

Chief Financial OfficerJeff Stankard, Vice PresidentBeth Scheetz, Controller

In Memoriam:Edward S. Babcox (1885-1970) – Founder

Tom B. Babcox (1919-1995) – Chairman

DEF & fuel economy:Fleets surveyed

Editorial

Plugging in: All-electric truck activity continues to grow

Along with hybrid and natural gas-powered trucks, activ-ity surrounding all-electric commercial vehicles is gain-

ing momentum on several fronts. CALSTART’s E-Truck Task Force (E-TTF), a sub-group of

the Hybrid, Electric and Advanced Truck Users Forum(HTUF), is moving ahead with efforts to promote incentivesfor electric trucks and has published a white paper on howto structure voucher programs. Additionally, at the NAFAInstitute and Expo this year, CALSTART held training ses-sions on life cycle cost assessment of electric trucks andis holding regional fleet workshops on the subject.

At this year’s Government Fleet Expo and Conferencein June, Boulder Electric Vehicle unveiled an electricStake Side work truck for its flatbed platform. TheBoulder EV FB-500 flatbed joins the company’sCARB-certified DV-500 electric delivery van andSB-500 service body models. The DV-500 has apayload capacity of 4,000 lbs. and a 534-cu.-ft.cargo area. Boulder EV trucks, which can berecharged in about eight hours, are capableof speeds up to 70 MPH and have a 100-mi.range on electric power.

Boulder all-electric vehicles have only afew main components, including the motorthat propels the vehicle, a motor controllerthat transforms direct current from the bat-tery to a suitable current for the motor, acharger that transforms alternating currentto direct current to charge the Lithium-Iron-Phosphate batteries and a battery manage-ment system for avoiding over-charging orunder-discharging.

Other suppliers developing electric vehi-cle technology include TransPower, whichoffers the ElecTruck electric drive system forshort duty-cycle trucks and was awarded agrant by California’s San Joaquin Valley AirPollution Control District to develop an all-electric heavy-duty tractor. The companysays electric tractors, which are capable ofhauling loads up to 80,000 lbs., have shownthe ability to operate for as long as 12 hourson a single battery charge.

Electric trucks already are being placed inservice in Chicago. Under a five-year con-tract with Motiv Power Systems, the city willdeploy 20 Class 8, all-electric garbage

trucks with a GVWR of 52,000 lbs. and arange of 60 mi. Chicago chose to requestbids for electric refuse trucks after evaluatinghybrid and compressed natural gas (CNG)options and found that garbage collectionroutes did not enable those technologies tobe financially viable.

Chicago also has been validating the Motivelectric Powertrain Control System (ePCS)since March 2012 in an all-electric 20-passen-ger bus, which can cover more than 120 mileson a single charge. Motiv’s ePCS uses off-the-shelf batteries and motors, which can bemixed and matched to fit the exact size ofmedium- to heavy-duty electric vehicles from15,000 to 52,000 lbs.

There also is a need for an infrastructure tosupport all-electric trucks in fleet operations.At the Alternative Clean Transportation Expoin June, Boulder EV and Coritech Servicesdemonstrated a bi-directional DC fast charg-ing system. The Vehicle-to-Grid (V2G) charg-

ing solution utilizes a Boulder flatbed modelwith a Lithium 72 kWh battery pack and aCoritech 60kW DC Fast Charger System.

In a white paper, CALSTART also explainedthe benefits of electric vehicle charging in theworkplace. The information is part of its E-Truck Task Force effort to address costs, vehi-cle quality and support, and performancevalidation and business case information, in-cluding data on charging infrastructure re-quirements and costs, for all-electric trucks.

Meanwhile, testing and validation of all-electric trucks in a variety of fleet applicationscontinues. Combined, industry and supplierefforts in the electric truck market will furtherspeed and support effective electric truckproduction and use. /

SETH SKYDEL

Light- & Medium-dutyBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR


...electric tractors,which are capable of hauling loads up to 80,000 lbs., haveshown the ability to operate for as long as 12 hours on a

single battery charge.

Fuels & LubesBY JOHN MARTIN | CONTRIBUTING EDITOR


About the headline, Walt Kelly’s comic strip character, Pogo, used this expression to suggest that we are our

own worst enemies. Walt Kelly was a great political satiristand was deadly accurate.The United States is still one of thefew developed nations without a national energy policy.

When several people are killed by a runaway freighttrain in Canada, who is to blame? Some people say BigOil, of course. However, the Irving Oil Co. in Canada,which was shipping oil on a train that had an accident,has nothing to do with crude oil distribution or Big Oil.The fact is that the amount of oil shipped by rail is up256% since 2011. That seems odd since, in my opinion,both truck and rail movement of crude oil is more expen-sive, more polluting than pipelines.

It seems that the federal government would prefer to havecrude oil shipped by rail rather than approve pipelines suchas the Keystone XL. Our government has conducted studyafter study, and the Keystone XL still isn’t approved becauseof interference from those who donot have in-depth technical knowl-edge of crude oil transportation.

I think this is ludicrous! We’re let-ting the less informed dictate U.S.energy issues because we have nocoherent national energy policy. So,Pogo’s statement that the enemy“are us” is very appropriate.

Environmental activists also wantto reduce CO2 emissions from elec-trical power generators because they currently produce ap-proximately half our nation’s greenhouse gas (GHG)emissions. This is commendable. Approximately half of ourstates have already created a patchwork of emissions stan-dards for power plants because no federal standards cur-rently exist. Where is our national energy policy? What’snext—PCV valves for cattle?

The amount of electricity generated from renewablesources approximately doubled during the current ad-ministration, so the administration is now targeting a fur-ther doubling of renewable fuels usage by 2020. This isakin to a surfer trying to “catch the big wave.” Coal-burning power plants, the worst GHG offenders, are rap-

idly being converted to natural gas. However, I suspectthis has more to do with economics than air quality. APresidential Memorandum has little or no effect.

For recently designed and constructed power plants,the cost of generating electricity using various energysources is shown in the chart on this page.

One can easily see from these figures why power plantsare converting to natural gas. Wind also would be an ac-ceptable alternative if it weren’t so weather dependent

and the electricity gener-ated could be easilystored.

Without a major techni-cal storage break-through, solar will not bea player, yet our govern-ment has wasted billionssupporting solar powerR&D. Again, this is be-cause we don’t have anational energy policy

developed by business people and scientists. Instead,we have let uninformed, emotional activists and politi-cians determine our national energy expenditures.

I’m so outraged that I’m willing to host an energy policysummit meeting at my house to develop a reasonable na-tional policy! Hurry, we’ve already wasted billions!

In the meantime, truckers need to stick with diesel andnatural gas (probably LNG) for their long-haul operations.These are the most economic and sustainable options forthe foreseeable future.

P&D operators should investigate natural gas and hy-brids and test to determine what works best for them.Since corn-based ethanol causes increased pollution andreduces fuel economy, I advocate to minimize its use.

I’ve also observed a recent increase in fuelsystem maintenance costs in older vehicles,because alcohols absorb water, which cor-rodes fuel system components. /

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

…truckers needto stick withdiesel and natural gas

(probably LNG)for their long-haul

operations.

CostEnergy Source (cents/Kw-hr)

Natural Gas 6Wind (intermittent) 9Coal 11Nuclear 11Solar (intermittent) 21

With more than 85% of commer-cial fleets retreading their truck

tires multiple times and a typical re-tread costing approximately one-thirdto one-half the price of a new tirewhen you supply your own casing, itis obviously in a fleet’s best bottomline interest to maximize the numberof retreads for each and every tirecasing. The casing is clearly a valuableasset.

Today’s retreads are produced toexacting standards with state of theart equipment. Retread manufactur-ers utilize different technology andprocesses in producing a retread.From a fleet perspective, it is impor-tant to understand the various re-tread processes and how they affectthe final product when it is time tomake your retread tire purchases.There are three excellent sources ofinformation on retreads:

• Tire Retread & Repair InformationBureau (TRIB) (www.retread.org)

• Retread Tire Association (RTA)(www.retreadtire.org)

• TMC RP 224 (www.truckline.com/Technology_Council.aspx)

When a tire casing reaches the re-tread plant, the inspection process isthe first step in what can be brokendown into seven distinct stages. Apair of keen eyes, a tire spreader anda well-lit area is required for stageone. In addition to a visual inspectionof the tire, many retreaders use high-tech, non-destructive inspection ma-chines: electronics and/or ultrasonicslook for nails, nail holes, rubber voids

and other anomalies;shearography machineslook for trapped air andseparations using laserimaging; X-ray ma-chines identify steel wireissues; high-voltageelectronic inspectiondevices scan the casingfor punctures; and high-pressure testers inflatethe tire and look forbulges in the sidewalland shoulder.

Stages two and threeinvolve buffing the re-maining tread awayfrom the casing and

then repairing any damages. Thesecasing damages can result from nailpenetrations through the tread area,impact damage, cuts and stonedrilling. The actual tread buffingprocess involves inflating the tire toits typical operating shape. The tire isthen rotated against a spinning rasp,which removes the required amountof rubber in preparation for the newtread.

The fourth stage is after-buff prepa-ration; this involves a re-inspection ofthe buffed casing and cleaning outany injuries that were discovered dur-ing buffing. The most common typeof injury is what retreaders call a“buzz-out.” Damaged rubber is re-

paired by cleaning out the injury andfilling any void with uncured rubber.

In stage five, tread is applied to thebuffed and repaired casing. The twobasic types of retreads are pre-cureand mold cure. Pre-cured rubber issupplied with the tread design al-ready cured into it. Mold cure in-volves extruding uncured rubberstrips directly onto the buffed treadarea and then curing the tire in amold.

Stage six is the actual curingprocess. Pre-cured retreads are curedin a chamber under various tempera-ture and pressure conditions. Thereare various sizes of curing chambersthat can handle as many as 25 tires atthe same time. In the mold cureprocess, one mold will cure one re-tread.

Final Inspection of the finishedproduct is the last stage. It is impor-tant that the hot tire is inspected aftercuring. Flaws in the liner, casing andrepairs are clearly visible when thetire is hot. If the tire meets all thestandards, the retread DOT numberis branded into the tire sidewall tocomplete the process.

The best advice for every fleet whenit comes to choosing your retreadsupplier is to visit their retread andtire repair facilities and see first handthe process involved with retreadingyour valuable casings. /

Tires & WheelsBY AL COHN | CONTRIBUTING EDITOR

AL COHN

Understanding retreads


“...A typicalretread costsapproximately

one-third to one-half the price of a new tire whenyou supply yourown casing...”

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Two solutions make formore confident operations

Service & SupportBY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Mike Colaccino of SAF-Holland of-fers two worthwhile operational solu-tions provided by good technology:“Check fifth wheels properly andmanage diminishing pay loadssmartly.”

The increased trailer skirtusage in truckload or long-haul fleets has given rise tothe difficulty in ensuringfifth wheels are engagedbefore a trip’s start. SAF-Holland’s national servicemanager, Rob Nissen,points out the company’sfifth wheel model FW35features a lock adjustmentyoke shaft that sticks outthe front of the fifth wheelcasting. This yoke shaft alsofunctions effectively as oneof three visual verificationsof a proper trailer coupling.

“We advise truck opera-tors to perform three visualchecks:

1) Check the adjustment nut on theyoke shaft on the front of the fifthwheel to assure it’s flush against thecasting with no gap;

2) Check to ensure there’s no gapbetween the trailer’s upper couplerplate and the face of the fifth wheel;and

3) Check the lock jaws to make surethey’re completely closed around thekingpin. When you pull the releasehandle, the yoke shaft will extend 4to 6 in. outward from the fifth wheel.

“When it’s properly coupled, thenut on the yoke shaft will retract andset firmly against the shaft’s washerand rubber grommet and the frontskirt of the fifth wheel,” said Nissen.

On some trailers with skirts, there’sbarely enough space between thelanding gear and the tractor’s rear, so

the driver has to crawl the full lengthto verify engagement.

The second issue dealt with tangi-ble benefits from tag- or pusher-typeaxles. The major suspension manu-facturer’s relatively new CBX40 tan-

dem axle sliding trailersuspension with Auto-PosiLift was developedfor varying load fleet op-erations like multi-stopbeverage distribution,less-than-truckload (LTL),fleets backhauling emptyand food service. Theunit’s PosiLift feature,with an ECU and air valvesystem, creates a lift axlewith automatic operationthat complies with DOTregulations.

The benefits are real,said Randy Flanagan,SAF-Holland’s director ofsales and marketing,

Americas Trailer Systems. “Asidefrom less toll costs due to less ap-plied axles, there have been signifi-cant fuel savings, reduced tire wearand less bearing usage,” he said.“Most importantly, it gives truck oper-ators a full 4 in. of lift, and groundclearance.” The new system allowsfor a different tire rotation sequence.

The ECU is pre-programmed tosense the air spring pressure, and asthe trailer load weight diminishes orincreases, the system automaticallyraises or lowers the front axle of thetandem slider suspension withoutdriver interaction.

SAF-Holland selected MeritorWABCO’s trailer ABS with InfoLink forthe intelligence to monitor and con-trol trailer lift axle options such as thissuspension’s automatic lift axle fea-ture with the ability to raise and lower

the lift axle without the driver’s con-trol. The position of the lift axle is de-termined by InfoLink’s pressuresensors, which are placed in the sus-pension air bags. The system thencalculates the trailer’s weight basedon the pressure in the fixed air bags.Based on this calculated load, thefront axle is lowered when the weightjustifies its use and is raised automati-cally when the axle is not necessaryfor the given load.

The SAF CBX40 with Auto-PosiLiftfeatures use a unique electronic con-trol unit with built-in functionality sup-plied by Meritor WABCO. A sensor inthe system’s air spring supply linereads air spring pressure and deter-mines whether to automatically raisethe front axle or leave it in the downposition.

With the power on and trailer park-ing brakes released, the Auto-PosiLiftsystem is programmed to automati-cally lift the front axle in a trailer tan-dem a minimum maximum of 4 in.when it senses that only one axle isnecessary to carry the load.

With the tractor power off, thetrailer parking brakes engaged or inthe event of a loss of power, the sys-tem automatically deploys the frontaxle to the down position. The posi-tion of the front axle remains constantwhen the vehicle is in motion.

The position of the axle is con-trolled to the optimal position whenthe tractor is on and the emergencybrakes are released. /

“Check fifth wheels

properly and managediminishing pay loadssmartly.”

—Mike Colaccino, SAF-Holland

D. MICHAEL PENNINGTON


It has been nine years since the Envi-ronmental Protection Agency (EPA)

launched the SmartWay programaimed at reducing transportation emis-sions by creating incentives to improvesupply chain fuel efficiency. To giveyou some perspective, in 2004,George W. Bush defeated John Kerryin the presidential election, Athens,Greece, hosted the Summer Olympics

and Fleet Equipment’s then-editorTom Gelinas urged fleet managers toinvest in technology such as rear ob-stacle sensing systems and auxiliaryheating and cooling technology de-signed to eliminate the need for idlingfor interior climate control. So how farhas the heavy-duty truck industrycome?

“Since 2004, more than 3,000 Smart-Way partners—including top truckingfirms, owner operators and others—have eliminated 28 million metric tonsof carbon dioxide [CO2], saved 65 mil-lion barrels of oil and $8.1 billion infuel costs, by adopting cleaner andmore efficient technologies and prac-tices,” says Jim Blubaugh, deputy di-rector of transportation and climatedivision at EPA. “That’s a significant im-pact of which we are proud.”

The EPA SmartWay program has of-fered a host of industry improvementsover the years that go beyond thenumbers such as serving as a neutraltesting and assessment source that of-fers a cornucopia of information forfleet managers looking for data and in-formation on technology performance,as well as providing a forum for truck-ing fleet owners and operators to

share information about their experi-ences with these technologies, oncethey are out in the field.

For OEMs, it’s a partner that helps as-sure that fleet managers’ equipmentneeds meet certain EPA fuel economygoals, so that managers don’t have torely solely on manufacturer claims.“For operators and fleets it’s an addi-tional vote of confidence their vehicleswill yield better fuel efficiency andmeet or exceed goals set forth by theSmartWay program,” says CharlesCook, Peterbilt product marketingSegment Manager.

“In addition, [the SmartWay program]provides simple-to-follow technicalspecifications and requirements forequipping a tractor,” adds WadeLong, Volvo Trucks director of productmarketing. “The program provides

guidelines for tractors and trailers,and carriers can display the Smart-Way logo on vehicles that meetthese requirements. HavingSmartWay-verified vehicles canhelp provide carriers a competi-tive advantage by proving totheir customers they care about theenvironment.”

Good fleet managers know that thepayoff with new technologies is in thelong term, and as much as we all liketo do our part to green-up our busi-ness practices, practical fleet decisionsoften come down to two things—meeting regulation requirements andthe bottom line. The monetary impactis best seen in the fleet’s fuel costs.

“Fuel costs are now the single great-est expenditure for truckling firms, ascompared to labor, equipment andmaintenance. The EPA estimates that aSmartWay designated truck can savebetween 2,000 and 4,000 gal. of dieselfuel per year, and reduce CO2 emis-sions by 20%, as compared to similarClass 8 trucks on the road, which arenot equipped with these technologiesand features,” Blubaugh says. “Thiscan be more than $15,000 per year infuel savings, at today’s prices. The useof cleaner, more fuel efficient vehiclesand equipment can be a key strategyfor fleets that have their eye on thebottom line—as well as sustaining a robust trucking industry well into thefuture.”

It will probably come as no surprisethen that one of the most popularSmartWay product segments is aero-

Heavy-duty NewsBY JASON MORGAN | MANAGING EDITOR

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

One of the most popular SmartWay prod-uct segments is aerodynamic drag-reduc-

ing technologies, like this chassisextension, for both the tractor and trailer.

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push for efficiency

dynamic drag-reducing technologiesfor both the tractor and trailer. Engineidle reduction tech and fuel-efficienttires are just as popular when it comesto maximizing fleet efficiency. Theproof is in the numbers—FreightlinerCascadia Evolution, one of the mostaerodynamic trucks has received morethan 15,000 orders since the start ofproduction this past March.

It all comes down to driving moremiles and using less fuel. Demand forforward-thinking efficient technologiesis prompting OEMs to think beyondthe common tech. Volvo, for example,incorporates a “stop-light” measure-ment performance tool in the elec-tronic databook. The tool providescustomers a best (green +), good(green), medium (yellow) and none(red) rating of the options that affectaerodynamics and fuel efficiency. Fleetmanagers can quickly review their ve-hicle specifications and determine therating of the components they specify.

For Peterbilt’s part, its PACCARlineup of engines are driving fuel econ-omy savings and its newest SmartWay-certified, on-highway vehicle, Model579, puts the emphasis on aero-dynamic design and fuel-savingspec’ing options.

“Each customer has aunique set of businessneeds and there are a widerange of spec requirementsand preferences,” Cook says.“Through our dealer network,we work closely with all cus-tomers to help them build themost fuel efficient vehicle possi-ble while also meeting all otherconsiderations. Gaining the high-est levels of fuel efficiency is really

about having a strong partnershipand comprehensive discussion with

customers to find the best vehicleand the best components and sys-

tems.”More unique technologies are on

their way. Just take a look at Navistar’sconcept vehicle called Project Horizon,unveiled in March. Navistar introducedan active shutter grille that incorpo-rates dynamic grille bars that open andclose based on cooling demands toreduce aerodynamic drag by creatingthe right balance between the air en-tering the cooling module and travel-ing around the vehicle.

Across industry as a whole, the EPAhas seen wide adoption of each ofthese technologies. Some fleets investin all of them as a package. So afternine years of success and a growinglist of SmartWay partners, what doesthe EPA see coming down the pike?

“We expect all to continue to growin demand as energy prices increaseand shippers and carriers of freightcontinue to look for new ways to re-duce their carbon footprint and be-come more competitive,” Blubaughsays. “The EPA closely collaborateswith its partners to identify other prom-ising technology areas … . The EPAencourages its partners to providefeedback to us on their experiencewith these products and vehicles, sowe can continue to refine our testmethods and technology verificationprogram, in order to offer our partnercompanies the best available technicalassistance that wecan.” /

www.FleetEquipmentMag.com 15

JASON MORGAN



A proactive approach to batterymaintenance can also extend batterylife, improve battery performance, re-duce maintenance costs and drasti-cally reduce the money spent on newbatteries and old battery disposal. Inaddition to regular, routine mainte-nance, it’s important to find chargingsystems that combine scientifically val-idated desulfation technologies, notesZena Johnson of PulseTech ProductsCorp. Battery sulfation is a wastingdisease that claims the life of 80% ofbatteries in use worldwide. A compari-son would be your home computerwhen infected with a virus or spywareand overloaded with temporary andjunk files, loses speed and efficiency.A utilities tune up to clear up the oper-ating hard drive is necessary to bringsystems back to normal operations.

Batteries routinely maintained withchargers incorporating desulfationtechnology have gained many yearsof extended life—in some cases up tofive times the normal life cycle.

The three main components of abattery maintenance program

1. Diagnostic testing to enable usersto take proactive steps to improve thelife of the battery and eliminate un-necessary failure.

2. Preventative maintenance to pre-vent or mitigate premature batteryfailure.

3. Corrective maintenance to reverseor correct a problem that has oc-curred.

What to look for in a 12-volt batterycharger

Safety, “plug and play” functionalityand an ability to combine mainte-nance charging with desulfation tokeep battery plates clean and capableof holding a full charge are key ele-ments in selecting a 12-volt batterycharger.

It’s also recommended to find adesulfation maintenance charger thatcan also evaluate and test all types of12-volt lead-acid batteries regardlessof size of CCA rating, including AGM,gel-cell and VRLA. This batterycharger makes maintenance and bulkcharging simple with proprietary algo-rithms and microprocessor controlledtechnology that measures voltage andcurrent to determine the proper oper-ating charge. The variable floatcharge, of this battery charger, im-proves battery condition by increasingthe charge rate safely to optimal levelsand protecting it from being over-charged.

Battery maintenance chargers com-pletely shut off the charge current out-put to allow the battery to settle, andwhen the battery’s voltage drops to acertain point, the charger will auto-matically turn back on and top off thebattery. This is safer than a tricklecharger, which if left unattended fortoo long might lead to overheating,causing the battery to boil the elec-trolyte.

Don’t fall victim to premature battery failure

A validated battery maintenancemanagement program followed faith-fully by personnel trained at everyechelon, can reduce a fleet’s annualbattery consumption by 70% or more.

Preventative maintenance consists ofscheduled servicing, inspections andvehicle repairs to prevent potentialproblems and maximize vehicle avail-ability. Schedules are typically basedon time, mileage, engine hours or gal-lons of fuel used.

Without a maintenance manage-ment program in place, fleet andequipment managers can be assuredof spending more downtime andmore budget dollars on replacing bat-teries unnecessarily. /

Timely Tips Extending batterylife cycles

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Volumes for used Class 8 trucks soldin July recovered from the steep declinethey experienced in June. All three mar-ket segments, auction, retail and whole-sale, contributed to the sequential gain,with the total market improving 4%month over month. The update on theused market was reported in the latestrelease of the State of the Industry: U.S.Classes 3 to 8 Used Trucks, publishedby ACT Research.

“The average selling price of total re-ported Class 8 trucks sold in July exhib-ited resilience,” said Steve Tam, vicepresident-commercial vehicle sectorwith ACT. For the first half of the year,prices slipped 5% relative to the sameperiod in 2012. Excessive demand for2005-2007 trucks has fueled strong

price appreciation, he added.The report from ACT provides data on

the average used price for the top-sell-ing Class 8 model for each of the majortruck OEM’s: Freightliner (Daimler);Kenworth and Peterbilt (Paccar); Inter-national (Navistar); and Volvo and Mack(Volvo). For subscription information tothe full report, please go to www.actre-search.net.

Freightliner offers upgradedEaton shifters

Cobra-style shifters from Eaton are nowavailable on select models of Freight-liner vocational trucks equipped withEaton UltraShift PLUS automated man-ual transmissions. The Eaton CobraShifter, an upgrade to the standard

Eaton shifter, features a newly-designedboot that seals and isolates the electron-ics package from cab spills, dust andother debris and improved fiber opticlighting that allows drivers to easilyglance at gearing selections.

The Cobra Shifter is now available asan option through the Freightliner Cor-porate PDI/Custom Truck Services facil-ities on Freightliner’s vocational familyof trucks, which includes the 108SD,114SD and Coronado 122SD models.

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Class 8 used truck volumes recover

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Meritor earns PACCAR QualityAchievement Award

A fourth consecutive Quality Achieve-ment Award from PACCAR for parts andcomponent quality has been awarded toMeritor. The award recognizes suppli-ers that achieved a defect rate of 50parts per million (PPM) or less during2012. Four Meritor manufacturing fa-cilities received PACCAR’s 2012 QualityAchievement Award, including locationsin Forest City, N.C.; Cienega, Mexico;

Frankfort, Ken.; and Sisamex, the com-pany’s joint venture with Quimmco inMonterrey, Mexico. Meritor suppliesaxles, braking systems and other drive-train components for PACCAR’s Ken-worth, Peterbilt and DAF commercialtrucks.

Navistar selects Dana axles anddriveshafts

Steer axles, drive axles and drive-shafts from Dana have been named

standard and exclusive on the new In-ternational TerraStar 4x4 medium-dutytruck. The TerraStar features Dana’snew Spicer Model 273 front drive steeraxle, which has a 42º turn angle and aGAWR of 8,000 lbs. The Spicer S110single reduction, single rear drive axleon the TerraStar has a GAWR of 14,000lbs. and a maximum GCWR highway rat-ing of 35,000 lbs. Driveshafts on theTerraStar include Spicer Life Seriesmodels.


Kenworth recently showed off its agile medium-duty trucksAt a recent truck ride-and-drive event, Kenworth Trucks provided a cross-section of its medium-duty trucks for

a hands-on driving experience at the PACCAR Technical Center Test Track.First on the list driven by a Fleet Equipment editor, was the K270 cab over engine (COE) Aero Van equipped

with the PACCAR PX-6 engine and Allison 2000 five-speed transmission. The compact, agile, “Sunrise Gold” truckhandled well, took the curves with ease and proved that it was well-suited for a variety of driver skill levels andany number of fleet applications. Much the same can be said for the K370 COE; the same handling abilities,transmission and powertrain. Both of these models can be spec’ed with either 19.5- or 22.5-in. wheels dependingon loading and unloading demands of the service application.

Recognizing that there are times when the application calls for a truck with GVW ratings somewhere in be-tween a medium-duty and heavy-duty spec, Kenworth showed off its T440, which is available as a straight truckor tractor in GVW ratings from 33,000 to 68,000 lbs. This truck can be spec’ed with a PACCAR PX-8 engine or aCummins ISL engine or Cummins ISL-G natural gas engine. It was also easy to drive and well-powered.

TireStamp has custom tire andwheel maintenance program

Developed specifically for each fleet’smaintenance program and integratingindustry recommended practices andprocedures, is the new TireStamp Tireand Wheel Maintenance Program. Basedon a comprehensive fleet questionnaireabout maintenance operations and prod-uct preferences, an automated templategenerates the fleet specific Tire andWheel Maintenance Program, which con-tains fleet policies and industry bestpractices.

“A high percentage of fleets do nothave documented tire maintenance pro-grams,” said TireStamp President PeggyFisher.

“Their preferences for tires andwheels are not well communicated totheir personnel and to their outsourcedtire service providers. A written Tireand Wheel Maintenance Program elimi-nates confusion and is a reference thatensures that correct maintenance prac-tices are employed by everyone to prop-erly maintain the fleet’s tires andwheels,” Fisher concluded.


Saddle Creek teams with Freightliner to develop CNG tractor

Freightliner Trucks and Saddle Creek Logistics Services have together developed anew Freightliner Cascadia 113-in. BBC day cab with natural gas technology featuringadvanced aerodynamics. Saddle Creek has ordered the first 10 of the vehicles, outfit-ted with a 120-gal. fuel system. When complete, this will mark the first time a naturalgas system will be fully enclosed behind the side and back of cab aerodynamic fair-ings.

The Lakeland, Fla.-based third-party logistics company already has more than 100Freightliner CNG tractors in its fleet of 430 vehicles, making it the largest CNG overthe road tractor fleet in operation in the country. The additional 10 tractors will beused for truckload operations in the southeastern U.S. The company expects to order90 additional natural gas trucks once testing is completed later this year.

Powered by the Cummins Westport ISX 12 G heavy-duty natural gas engine with rat-ings up to 400 HP and 1,450 lb.-ft. torque, Saddle Creek’s Cascadia CNG tractors willinclude a fully-enclosed back cabinet behind the vehicle’s aerodynamics package.The placement of the tanks will further enhance the sleek exterior, which helps re-duce drag and maximize payload.

"Our new tractors are the first of their kind with this aerodynamic fuel efficient de-sign. We worked closely with Freightliner engineers and Agility Fuel Systems to de-sign this system," said Mike DelBovo, president of Saddle Creek Transportation. "Wehave been able to provide our customers with remarkable benefits with each genera-tion of our existing Freightliner CNG tractors, and we look forward to bringing themeven better results with this latest tractor."

According to DelBovo, his Freightliner M2 112 CNG tractors have achieved morethan 600 miles per fill. He expects his new Cascadia CNG tractors to achieve at least700 miles per fill.

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Truck-Lite LED headlampsnow standard on Freightlinermodels

High-visibility, custom-engineeredTruck-Lite LED headlamps are nowstandard on all Freightliner Cascadiaand Cascadia Evolution truck models.In January, Freightliner began offeringthe LED headlamps as an aftermarketand factory installed option.

LED lights, according to Freightliner,offer superior nighttime visibility and abeam pattern that reduces eye strainfor drivers and minimizes harsh head-light glare to oncoming traffic. Addition-ally, the LED lights reduce draw on thevehicle’s electrical system, freeing uppower for other uses. The lamps under-went field testing in a variety of ex-treme weather conditions.

Sheetz takes Thermo King En-ergy Efficiency Award honors

Thermo King honored Sheetz Inc., afamily-owned convenience store chainbased in Altoona, Penn., with more than450 locations in six states, with its “En-ergy Efficiency Leader Award”. Theaward recognizes the retailer’s “out-standing efforts to increase the com-pany’s environmentally sound


NewsIndustry

Mitsubishi Fuso Truck partners with Supreme

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

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practices.” Sheetz is the first convenienceretail chain to win the award.

Sheetz has operated a delivery fleet of52 Thermo King multi-temperatureSprinter vans that is saving more than148,000 gal. of diesel fuel annually. Thefleet travels 5.6 million mi. a year, making160,000 deliveries. Sheetz added theThermo King Sprinter vans to its fleet in2012 to support distribution of bakedgoods from its kitchen bakery and com-missary.

“Delivering fresh products to every sin-gle Sheetz location every single day is acritical piece of our operation,” said StanSheetz, president and chief executive offi-cer. “We have to make sure to meet ourquality standards with each delivery.We’re pleased that Thermo King has pro-vided us with a temperature precision so-lution to meet these standards while alsosaving money and minimally impactingthe environment.”

Thermo King and its dealer, Thermo Kingof Pittsburgh, along with Arctic Vans, col-laborated to develop a solution for Sheetzthat incorporates a multi-temperature re-frigeration unit with electric standby, cus-tom air distribution and an auxiliaryEspar heating unit for temperature recov-ery in extreme cold conditions. The elec-tric standby option enables the unit to beplugged in at distribution centers, savingmore than 85,000 gal. of fuel each year.

Caterpillar offers HOLLANDfifth wheels

Class 8 models from Caterpillar Truckscan now be ordered with HOLLAND FW35Fifth Wheels from SAF-HOLLAND. TheFW35 models are available for online in-stallation. Backed by a six-year/600,000-mi. Performance Guarantee, the HOLLANDFW35 is offered with NoLube andLowLube options.

"SAF-HOLLAND is honored to haveour flagship FW35 models available forinstallation on Cat Trucks," said RonFroese, director of OEM sales for thePowered Vehicles. “This is an importantfirst step as we continue to build ourproduct portfolio with Caterpillar andCat Dealers.”

Navistar adds Cummins ISB for trucks and buses

Navistar International Corp. an-nounced the expansion of its medium-duty engine offerings to include the



Cummins ISB 6.7-liter engine for Interna-tional DuraStar medium-duty trucks andIC Bus CE Series school buses.

"Adding the proven, market acceptedCummins ISB to our line-up is a key partof our strategy to offer our customers themost comprehensive medium-duty truckand bus offerings," said Jack Allen, Navis-tar executive vice president and chief op-erating officer. "The ISB will complementour existing engine offerings and will be a

catalyst as we look to improve ourmedium-duty truck and bus business in2014 and beyond."

International DuraStar trucks and ICBus CE Series school buses with the Cum-mins ISB will be Navistar's first medium-duty vehicles with selective catalyticreduction (SCR) emissions aftertreat-ment. Navistar will begin taking ordersimmediately for trucks and buses withthe Cummins ISB with initial truck builds

later this month and regular productionfor trucks scheduled for December. Regu-lar production for CE Series school busesis scheduled for late-January 2014.

“Medium-duty truck and bus customersfrom across the industry have extensivefamiliarity and confidence in the Cum-mins ISB. Adding it to our proven DuraS-tar and CE Series products, along with ourindustry-leading dealer network, will pro-vide customers with a winning combina-tion,” said Bill Kozek, Navistar president,North America Truck and Parts. “Cus-tomers seeking commonality in their en-gine line-up have expressed significantinterest in combining the Cummins ISBengine with our chassis and we anticipatestrong demand and orders as a result.”

According to the company, the Cum-mins ISB allows Navistar to meet theneeds of its truck and bus customers byadding a proven mid-range SCR engineto its line-up. The company will an-nounce the next steps of its comprehen-sive mid-range SCR engine strategy at alater date. In the meantime, Navistarwill continue to offer EGR-only versionsof its mid-range engines utilizing itsmedium-duty emissions credits.

Freightliner gears up forNASCAR September sweep-stakes

The official hauler of NASCAR, Freight-liner Trucks, announced its NASCARWeekend “Freightliner Hauler Challenge”Sweepstakes. Running through Sept. 28,2013, the sweepstakes is part of the“Freightliner Hauler Challenge: Journeyto Homestead” app that gives users theopportunity to win one of four all-ex-pense-paid trips to Florida to see the2013 NASCAR Sprint Cup Series Cham-pion. Grand prizes and secondary prizes—team-signed apparel packages—will begiven away each week. Additional prizeswill be awarded on the FreightlinerTrucks’ Facebook page(www.facebook.com/freightliner) andTwitter feed, @freightliner.

To download the “Freightliner HaulerChallenge: Journey to Homestead” app,search “Freightliner Hauler Challenge”on Android, Kindle and Apple devices atAmazon, Google Play and Apple Appstores. The app provides an interactiveexperience that puts users in the driver’s


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seat of a Freightliner truck that trans-ports NASCAR teams across virtual routesto the final race of the season at Home-stead-Miami Speedway. The newest versionof the app adds the Freightliner Cascadia113 natural gas (NG) tractor to the lineupof truck models that users can select.

Goodyear RoadService Appgets trucks back on the road

The ability to instantly connect withGoodyear FleetHQ, which offers emer-gency roadside service, is now possible

on an Android or iPhone with the newGoodyear RoadService App. Access is pro-vided via the app to the 24/7 Goodyear-FleetHQ Solution Center where tireprofessionals will collect information, in-cluding location, locate the nearestGoodyear commercial tire dealership anddispatch a tire service technician withthe correct tire and equipment.

The Goodyear RoadService App alsocontains a “My Information” featurethat allows drivers to enter tractor andtrailer unit numbers and other data be-

fore they contact the Goodyear-FleetHQSolution Center.

Eaton manual transmissionsavailable in NG-poweredFreightliners

The Eaton lineup of manual transmis-sions is available as an option on Freight-liner chassis equipped with CumminsWestport ISX-12 G heavy-duty naturalgas engines. The transmissions will debuton the Freightliner Cascadia day cab withWestport engines, scheduled to go intoproduction this month, the company said.

International Trucks enhancesowner loyalty program

Navistar International Corp. announcednew benefits of International Advantage,the company’s owner loyalty program. In-cluded are fleet management tools forsmall and mid-size fleets, 24/7 conciergeservice and exclusive offers on vehicles,parts and service.

A major component of the enhancedprogram is the new International Advan-tage online portal, which includes ex-panded capabilities and features. Theportal hosts a suite of fleet managementtools, including the ability to track an en-tire fleet online with customized commu-nications and service reminders.

The International Advantage loyaltyprogram is available for new and existingInternational Truck owners at no addi-tional cost.

Freightliner starts productionof 122SD

Full production of Freightliner Trucks122SD model for vocational applica-tions has begun. The severe-duty 122SDhas a GVWR of up to 92,000 lbs. and aGCWR up to 160,000 lbs. The model isdesigned for heavy/oversize hauling,logging, oil/gas field service, crane,dump, towing/recovery and vocationalon-highway applications.

The 122SD is available with DetroitDD15 TC and Detroit DD13 engines andwith Detroit DD16 and Cummins ISX15engines up to 600 HP and 2,050 lb./ft. oftorque. Models equipped with Detroit en-gines include Detroit Virtual Technicianto help track maintenance notificationsand schedule service remotely.

Transmission options on the 122SD in-


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clude Allison automatic, Eaton manualand Eaton UltraShift PLUS automatedwith Eaton Cobra shifter models. Exte-rior options include heavy-duty WestCoast mirrors, LED headlights, one-piece skid plate, lower radiator rockguard and custom chrome accents.


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Detroit Reman announces expansion of Hibbing facilityand move to new location

Detroit Diesel Remanufacturing LLC(“Detroit Reman”) showcased its elec-tronics remanufacturing and manufac-turing capabilities and announced it would expand its current facility and expand to a Range Regional Airport property.

According to the company, the Hibbing facility has experienced significant growth since its acquisition by Detroit Diesel Remanu-facturing LLC in 2007. An additional 30,000 sq. ft. will immediately be added to the 30,000 sq. ft. airport location to provide thespace necessary to support the electronic manufacturing and remanufacturing activities well into the future. Relocation of existingoperations will be complete in early 2015.

“Detroit Reman is more than a remanufacturer of heavy iron,” said Stefan Kurschner, current president of Detroit Reman.“Through the growth and evolution of the Hibbing plant over the past six years and because of the creativity and passion of its em-ployees, Detroit Reman has become an expert in the manufacture and remanufacture of high-quality electronics products.”

The move to the new facility accommodates Detroit Reman’s planned expansion and growth in Hibbing, retains 100 existing jobs,and creates the potential for 30 to 50 new jobs within the next three to five years. /


TRUCKINGRefrigerated

Decision time is getting close forrefrigerated fleet operators who

transport fresh or frozen cargo onCalifornia roads. Under current Cali-fornia Air Resources Board (CARB)environmental standards, operatorsmust replace or upgrade transporta-tion refrigeration unit (TRU) enginesevery seven years. That changes onJan. 1, 2014. TRUs manufactured

after that date will need to bechanged out by Dec. 31, 2019. Ac-cording to Tom Kampf, trailer prod-uct manager at Thermo King, amanufacturer of temperature controlsystems for a variety of mobile appli-cations and a brand of IngersollRand, “As a result, operators have aone-time opportunity to acceleratetheir purchasing plans and acquireTRUs manufactured in 2013, whichwill have the effect of expanding theuseful life of their newly acquiredunits by an additional two years.”

Operators of large single-tempera-ture fleets who keep their equip-ment for an extended period of time

before replacement will likely havethe most to gain by acceleratingTRU purchases into the current year,according to Kampf.

Regardless of when they are deliv-ered or installed, TRUs that are man-ufactured in 2013 are subject to theseven-year CARB timeline. As a re-sult, some operators are movingplanned purchases from early 2014

to the fourth quarter of this year,while others are taking deliveriesnow with plans to delay actual instal-lation on their trailers until sometimenext year.

Kampf goes on to say that in eithercase, operators will want to meetwith TRU original equipment manu-facturers or authorized dealers todiscuss their needs and place theirorders sooner rather than later. Man-ufacturers have finite manufacturingcapacity for the remainder of theyear and it is unlikely they willchoose to carry finished goods in-ventory from 2013 into 2014, so thenumber of units manufactured in2013 will be limited.

As the end of 2013 approaches, re-frigerated fleet operators are puttingthe final touches on their equipmentacquisition plans for the fourth quar-

ter, for 2014 and beyond. Whilesome will elect to acquire additionalequipment manufactured this year,others will pursue other strategies.

For example, they may choose topurchase “evergreen” units thatcomply with both CARB require-ments and the Environmental Pro-tection Agency (EPA) Tier 4 Finalstandards that took effect Jan. 1,

2013. These single-temperatureunits meet the more stringent Ultra-Low-Emission Transport Refrigera-tion Unit In-Use PerformanceStandards (ULETRU). Evergreen TRUengines can continue to operate inCalifornia beyond the seven-yearwindow without a level three dieselparticulate filter (DPF) retrofit.

Still, other operators will becomeearly adopters of next-generationTRU platforms that use new tech-nologies and system architectures toprovide significant improvements inenvironmental sustainability, fuel-ef-ficiency, reliability and uptime andtotal life cycle costs. Operators withlonger equipment replacement cy-cles will usually find that being earlyadopters of new, more fuel-efficienttechnologies will provide the bestlong-term return on investment. /

Planning ahead for year-end

TRU purchases

“Fleet operators will find it advantageousto discuss their plans with TRU original

equipment manufacturers or their authorized dealers...”


According to Jay Coughlan, chairmanand chief executive officer, XRS

Corp., “America urgently needs ahealthy, safe trucking industry to helppower the economic recovery. EveryAmerican relies on trucks. The industrytransports in excess of 11 billion tons offreight annually. Now, the trucking indus-try finds itself at a critical juncture. The in-dustry must improve its efficiency inorder to remain competitive and prof-itable, plus attract a new generation ofdrivers while meeting increasingly rigor-ous federal safety requirements.

He goes on to say that a new conflu-ence of technology trends is transform-ing our industry, and this “convergenceof forces” will allow the entire industry tooperate more safely, efficiently and com-petitively for many decades to come.

To explain this convergence, Cough-land borrows heavily from the highly re-garded Gartner organization, the globalinformation technology research and ad-visory company, and apply it to the truck-ing industry. Gartner describes what’shappening in business and our society ingeneral as a nexus of technology andhuman forces:

Social is the technology linkage be-tween people, and the connectivity thatenables work and personal sharing;

Mobile is the technology platform thattransports the world away from desksand brings applications of all kinds to thephone and tablet;

The Cloud which, whether widely recog-nized or not, is providing more and moreof the infrastructure of everyday businessand personal activity online; and

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

IT convergence transforming trucking

For Asset ManagementIT

Information technology industry news

IT Headlines

Omnitracs Vehicle Maintenance App availableon Mobile Computing Platform 50

Omnitracs Inc., a subsidiary of Qualcomm Inc., aprovider of integrated wireless systems, applications andservices to transportation and logistics companies, an-nounced the availability of its Vehicle Maintenance appli-cation on the Mobile Computing Platform 50 (MCP50).Vehicle Maintenance captures important engine and vehi-cle diagnostic information and sends it to drivers and fleetmanagers so that service can be proactively scheduled toreduce repair costs.

Initially launched in 2008 and also available on Omni-

tracs MCP110 and MCP200, the application monitors themost common engine fault codes and periodically reportsvehicle diagnostic information and when alerts are gener-ated. Fleets may configure the reporting intervals to alignwith their business needs. Back office personnel receivethe notifications via an intuitive web interface or emails,while drivers are notified of engine faults on the in-cabdisplay. This insight allows drivers and managers to easilyview and correct problems that arise, while also enablingfleets to direct vehicles to the best inspection and service

Information is the ravenous appetite of business and indi-viduals to acquire more, better information to help makesmart decisions.

So, why is this concept of convergence so critically impor-tant to the trucking industry?

• Social connections are vital to truckers away from homefor extended periods, which is a reason why years agotruckers were social media pioneers with their ubiquitousCB radios.

• Mobile applications feature dozens of ways to measurecompliance, performance and safety—while also enablingsocial interaction.

• Cloud computing gives drivers and fleet managers thecapacity, reliability, security, flexibility and availability tomanage trucking and personal data in the mobile realm.

• Trucking companies and drivers need access to volumesof information like never before—to assure compliancewith his or her hours of service (HOS) to stay in the driver’sseat and deliver the load on time—making the need forbig data even more compelling.

The benefits of data analysis and social interaction in thecloud, available via mobile technology, are becoming clear.First and foremost, we’re in a whole new world of regulation,and regulatory non-compliance can grind fleets and trucks toa halt before they know it. Detailed, real-time and mobilemonitoring to avoid violations has become an absolute ne-cessity. When driver behaviors and truck status are measura-ble and safer, the highways are safer. Safety managers aregiven tools to see what happens on the road. Unsafe prac-tices can be quickly identified and the proper coaching as-signed. Drivers can monitor their own safety measures.

In addition, fleet operators know that data analysis can

slash costs. Fleet optimization is being accomplished withautomated reporting of fleet performance indicators: Fuelconsumption; hard braking; shift patterns; idle enginewear; trip reporting; miles per gallon; speeding; and muchmore.

With mobile data collection and analysis applications, theexpense, complexity of installation and training for out-of-date, hardware-based onboard systems is replaced by afive-minute training video, 10 min. to plug a proprietaryrelay device into the truck’s computer, and a quick mobileapp download onto the smart device.

Another result is that drivers gain more legal driving timeper day by automating what were formerly paperworktasks. Using an electronic log procedure on average saves15 minutes per driver per day—more than an extra hourper week with wheels turning.

Mobile applications are creating a new trucking ecosys-tem: Governmental rule compliance; GPS route optimiza-tion; weather alerts; scheduling; fuel tax reporting; proof ofdelivery; truck performance indicators; and dozens moreapplications.

It’s clear that the technological convergence of forces inthe trucking industry is here, and it’s not about to slowdown. The benefits are many—including safer operation,reduced fuel consumption; better driver and vehicle utiliza-tion; driver and fleet regulatory compliance and driver so-cial connection.

And this is just the beginning for our industry—there willbe much more to come. /


locations for preventative repairs to minimize on-road andout-of-network failures.

Vehicle Maintenance provides the option to view bothcurrent and historical information about each vehicle orthe entire fleet, making it easier to plan and schedule reg-ular maintenance. Managers are able to quickly spot criti-cal issues on one consolidated page, as well as sort andfilter information for improved workflow efficiency. VehicleView provides a more detailed diagnostic, location andprofile snapshot, along with graphical representations ofgenerated data, to improve analysis and resolution of re-ported fault conditions.

Omnitracs MCP50 is a mobile fleet management solu-tion that helps transportation companies increase produc-tivity and manage safety and regulatory compliance. TheMCP50 offers flexible pricing plans, enabling fleets to costeffectively adopt applications most critical to their opera-tional needs. The Vehicle Maintenance application is in-cluded with Omnitracs Premium Plan. Other applicationsavailable on the MCP50 include: Analytics Manager; Criti-cal Event Reporting; Hours of Service; In-Cab Navigation;Performance Monitoring with Fuel Manager; and VehicleInspection Report.

Drivewyze offers free PreClear Weigh Station Bypass Service trial

A new version of the Drivewyze PreClear weigh sta-tion bypass and e-screening system that includes a60-day free trial period is being made available bythe company. PreClear 2.0 offers drivers and fleetsthe ability to download Drivewyze PreClear and try itfree for 60 days. The PreClear 2.0 App is availablefrom Google Play for Android smartphones andtablets. Apple (iOS) and Blackberry smartphone andtablet users can sign up online at the Drivewyze website and get access to PreClear 1.1.

Drivewyze PreClear offers single-state plans startingat $7.99 per month, per truck and multi-state plans at$12.99 for every truck per month. The bypass serviceadds transponder-like functionality to tablets, smart-phones and comes pre-loaded on select electroniclogging devices (ELDs), including the Zonar 2020 mo-bile communications tablet. The service connects tothe Drivewyze network, which is currently available in16 states at more than 220 weigh stations and mobileinspection sites.


PeopleNet launch and evolution of Precision Mobility Platform

EFS launches new upgraded interactive interface with McLeod Software

Electronic Funds Source LLC (EFS), a provider of cus-tomized corporate payment solutions announced the launchof its new upgraded interactive interface with McLeod Soft-ware's LoadMaster Enterprise dispatch software.

The new interactive interface allows EFS customers whouse McLeod’s LoadMaster dispatch software to nowseamlessly manage and better control their fleets usingLoadMaster’s screens and system. Carriers have instantvisibility and control over their cardholders and their pur-chases through a centralized interface making trainingand implementation extremely simple for EFS customersto take advantage of this new high level of integration.

The new EFS interface includes interactive card manage-ment providing greater efficiency, security and oversight inmanaging cardholders and their fuel and cash purchases.Furthermore, carriers can advance funds to the driver’s EFSSmartFunds card using McLeod’s software system. Addi-tional key features include the ability to auto-block a spe-cific card if the driver is not under dispatch, and the abilityto clone a card making the process to issue replacementcards instant, automated and secure which complementsEFS’ comprehensive reporting and reconciliation packages.

For more information, visit www.McLeodSoftware.com.

VDO RoadLog websiteoptimized for mobiledevices

A new user portal on theVDO RoadLog website from Continental Commercial Ve-hicles & Aftermarket now provides access capabilitiesfrom a variety of mobile devices. New educational videoshave also been added to the refreshed edition of the site.The collection of how-to and training videos includesHOS compliance, electronic on board recorder (EOBR)Mandate Solution, EOBR Buyers Guide, and EOBR instal-lation and tips for law enforcement. /

IT Headlines

Cadec and ORTEC to provide integrated solutions

Under a new agreement, global supply chain softwareprovider ORTEC will be a reseller of the Cadec GlobalPowerVue fleet management solution. PowerVue is anSaaS-based platform with in-cab hardware. ORTEC’s rout-ing and scheduling software helps fleets optimize routes.

For more information, visit www.Cadec.com.

PeopleNet, a provider of fleet mobilitysolutions that aim to reduce cost permile, improve safety and complianceand enable profitable fleet growth, an-nounced the evolution and launch of itsPrecision Mobility Platform that com-bines the latest in fleet mobility solutionswith precision analytics that will enablefleets to optimize their resources forprofitable growth.

According to Mark Botticelli, chieftechnology officer for PeopleNet, “Ourvision for the new standard in fleet mo-bility technology is an end-to-end, fully-supported platform for streamlinedintegration. There is virtually no limit onsystems and applications that will workin tandem to extend the value of infor-mation from operational intelligence topredictive analytics that conveys insight

for decision-making about the future.Imagine having answers to questionsabout the future at your fingertips an-swers to questions like: When will an en-gine break down or an engine part gobad? How soon should a vehicle beserviced? In other words, informationthat drives precise decision making inthe back office.” For more information,visit www.peoplenetonline.com.

Trailer air suspensions offer fleetsmany benefits, including optimized

fuel efficiency and tire life, superiorcargo protection, improved ride char-acteristics and minimized wear andtear on trailer components.

These advantages can be maximizedwith some basic knowledge concern-ing the ins and outs of air suspensions,along with a good understanding ofmaintenance practices. We asked sev-eral manufacturers of trailer air suspen-sions to weigh in on the subject, and

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

Benefits definedAccording to Dave Vanette, manager

of new business development for Fire-stone Industrial Products, “As part ofthe primary trailer suspension, airsprings provide outstanding cargo pro-tection while reducing maintenanceproblems caused by road shock and‘trailer hop’ when empty.” He addsthat they reduce overall wear and tear,increasing trailer longevity, and can beused to haul a wide variety of cargo,

reducing expensiveempty trailer miles.

“The improved ridecharacteristics of anair suspension arealso appreciated by

the trailer operators—air suspensions are

used by manyfleets as one oftheir driver re-

tention tools,” adds Jim Rushe, pro-gram manager of on-highway trailerproducts for Hendrickson Trailer Com-mercial Vehicle Systems.

Russell Franks, field service productline manager for Meritor Trailer prod-ucts, says the company has two stylesof trailers using air suspension:RideSentry trailer suspension for dryfreight and refrigerated vans and MTAtrailer suspension for vocational appli-cations.

“Each style tends to spec air ride sus-pensions for distinct reasons,” he ex-plains. “Vans are going for ridequalities to protect the payload, ex-tended life of equipment and drivercomfort. Vocational trailers are lookingfor extended equipment life and drivercomfort as well, but also are lookingfor axle to axle load equalization, liftaxles and maneuverability.”

Air suspensions also offer flexibilitywhen it comes to height adjustmentfor loading and unloading trailers, ac-cording to Bill Hicks, product plannerfor SAF-Holland Trailer Systems. “An

BY DENISE KOETH | SENIOR EDITOR

Aftermarket Insights


AirsA fleet’s bottom line can benefit from trailer airsuspensions, provided proper guidelines are followed

Veyance Technologies

air springs

Meritor MTA30 trailer suspension system

air suspension can be adjusted viapneumatic controls to raise or lowerthe trailer for many unique loading/un-loading conditions to facilitate ease ofentry to the trailer or for other factors,”he notes.

Because air suspensions reduce gen-eral wear and tear on equipment, fleetmanagers experience reduced mainte-nance cost and higher resale value,adds Jim Zwald, air springs productmanager at Veyance Technologies. Airsuspensions also provide both im-proved tire life and fuel economy, hesays, adding they also use “automaticleveling systems so there are nochanges in vehicle height from an un-loaded to fully loaded condition. Thispermits trailers to be designed with ahigher top and lower floor without inter-fering with the tires and staying withinvehicle height regulations, thus allowing

maximum cargo space on a trailer.”

Maintaining proper load heightAll vehicles with air springs have a

specified ride height—established bythe OEM—that can be found in themanufacturer’s service manual. Thisheight should be maintained within a1/4 in., according to Firestone’sVanette, who says, “The dimensioncan be checked while the vehicle isloaded or empty. Inspectors shouldalso look at the height control valve tomake sure it is functioning properlyand there are no leaks.”

On the other hand, SAF-Holland’sMike Edlund, suspension applicationengineer, says ride heights are de-signed to have certain amounts oftravel—the general rule of thumb isthat they retain 3 in. of travel in eitherdirection. If set too low, a harsh ridecan occur due to the constant bump-ing and thrashing against the air springbumpers. “If this happens over longperiods of time, it can cause structuraldamage to the trailer frame, damagecargo and reduce the ride quality ofthe vehicle,” Edlund says.

“Too often, technicians are prone toreplacing shock absorbersrather than identify-ing the

root cause of the problem,” he con-tinues. “To avoid reoccurrences, tech-nicians should fully examine thesystem and identify the correct causeof the problem. A good time to per-form visual inspections is when thevehicle is in for a brake job. This al-lows time to examine the suspen-sion’s components and ensure theyare in good condition.”

Dave Ball, senior engineer of airsprings for Veyance Technologies,adds that suspension manufacturersdesign systems to maintain a heightthat provides optimal ride. Automaticleveling systems—called height controlvalves—are used to ensure the airspring’s internal pressure is adjusted tokeep the height at the same level,whether the trailer is loaded or empty,he says.

The height control valve “automati-

cally adds or exhausts air from the sus-pension as a trailer is loaded or un-loaded, maintaining the designed rideheight,” explains Meritor’s Franks.“Proper maintenance is a must to as-sure the height control valve is func-tioning correctly.”

The valve is installed so that no airflows into or out of the suspension airsprings when the suspension is at thecorrect ride height, Hendrickson’sRushe adds. “When the trailer isloaded, the trailer will drop, movingthe height

control valve arm so that air is suppliedto the air springs until the correct rideheight is reached. When the trailer isunloaded, the excess air in the airsprings raises the trailer, causing theheight control valve to exhaust the airfrom the air springs until the trailer isback at the preset ride height.”

Causes of air suspension wear Air suspension component wear

causes vary depending on the suspen-sion design. According to Rushe, somedesigns require periodic fastener main-tenance in order to prevent wear orcomponent deterioration; some alsorequire periodic disassembly and in-spection of key components.

“Height control valves can wear overtime and require replacement. Moretypically, [they] become contaminatedor damaged, requiring cleaning or re-


explainedsuspensions

SAF-Holland’s CBX69 Tridem slider suspension system

Firestone Industrial Products air springs

placement,” he says. “On suspensionsequipped with shock absorbers, theshock seals can begin to wear and leakhydraulic fluid. If too much fluid is lost,the shocks can become ineffective andpossibly lead to increased tire wear.However, some hydraulic fluid ‘misting’can be observed on the outside of theshock. This is a typical condition causedby the hydraulic fluid vaporizing and

escaping past the seals. Very little fluidis lost in these cases, resulting in noshock performance reduction.”

Rushe adds that air springs are typi-cally replaced due to damage, notwear. Operating the suspension at theproper ride height will eliminate airspring damage caused by impropersuspension setup.

The majority of premature air spring

failures are caused by other problemsassociated with the suspension system,notes Vanette, who adds the wear andtear of road travel can take its toll onthe components of the suspension sys-tem, causing certain malfunctions: “Airlines may break loose and rub againstair springs, causing abrasions or tears inthe rubber bellows. Bushings may wearout and cause similar damage due tomisalignment of the air spring. Themost common problem found in non-warranty air spring product returns isoverextension of the air spring, typicallycaused by a broken shock absorber.When a shock absorber breaks, it allowsthe air spring to expand too far and es-sentially tears the air spring apart.”

According to Franks, lack of regularmaintenance is typically the biggestreason for undue wear of suspensioncomponents. In addition, “improperinstallation of an air suspension is acommon cause of wear and issuessuch as tire wear due to improper axlealignment; worn bolted connections(pivot, shock, etc.) due to impropertorques; and worn air bags due tobeing operated outside of a suspen-sion’s designed ride height,” he says.

Maintenance recommendationsEdlund offers several maintenance

tips, including visual inspection of theshock absorbers on at least a weeklybasis. “You can see when a shock isleaking,” he explains. “Another way tocheck the shock is by grabbing thelower shock body after the trailer hasbeen operating; if it is warm, the shockshould be functioning properly.”

Preventing the rubber air cell of an airspring from drying out is key, he says,adding, “As long as nothing gets in torub against it or damage it, the airspring will provide many miles.”

The life an air spring depends on thetype of application, Edlund adds. Highoff-road usage will typically cause wearout before an on-highway applicationwill. “It is good practice to keep the airspring and lower piston clean of de-bris. This can be accomplished with amild soap and water solution. In gen-eral, air springs last considerably longerthan shock absorbers.


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“The pivot fastener must provide asufficient clamp load through the bush-ing to prevent premature bushingand/or bushing core failure,” Edlundadds. “To ensure this, it is good prac-tice to re-torque the pivot connectionsevery time you do a brake job. We rec-ommend re-torqueing every 50,000 to100,000 mi. Of course, if brake jobs areperformed more frequently due to asevere-duty application, check torque

more often.”He says that after approximately

5,000 miles on a new trailer, the torqueratings on all critical fasteners shouldbe checked to ensure everything wasassembled correctly—this may identifyproblems before any real damage hasbeen done.

“Using the recommended replace-ment parts is also key to reducing sus-pension maintenance and extending

component life,” says Rushe. “Manyaftermarket ‘will fit’ parts are designedto fit into the component location, butthey do not have the performance anddurability specifications that have beendeveloped by the suspension manu-facturer. Following the suspensionmanufacturer’s recommend mainte-nance requirements will also help toprolong the life of the suspensioncomponents and reduce maintenancecosts over the life of the trailer.”

Vanette says that during an air springinspection, technicians should takespecial note of any debris, cuts, defor-mities or rubs that may lead to an im-minent failure. If the air spring isdamaged, replace it during this visualinspection process, since there is ahigh probability there may be otherproblems with the suspension or otherdamaged components.

“Firestone recommends performinga thorough inspection annually bycleaning the air springs with soapywater or an alcohol solution,” he adds.“This will expose problems hiddenfrom a normal visual inspection. Soapbubbles may also detect any slowleaks that could be occurring, indicat-ing a failing air spring.”

Vanette also cautions not to use animpact wrench when installing new airsprings. “An impact wrench increasesthe danger of stripping the fittings offthe bead plate. It is recommended touse torque wrenches to tighten themounting hardware such as nuts andbolts, and valves. Make certain that allitems are tightened properly, and ifloose, re-torque to manufacturer’sspecifications.”

Replacement guidelinesUnless there was an accident or other

significant damage, it normally is un-usual to replace a complete existing airsuspension, according to SAF-Holland’sHicks, who says that while some individ-ual components can be relatively easyto change out for repair (air springs,shocks, HCV, etc.), significant structuralcomponents require more work.

“Retrofits of one air suspension to an-other have been done and can be amajor undertaking,” he notes. “Typi-cally, these retrofit situations are the re-


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sult of changing to a newer model toupdate the trailer, changeover frommechanical to air ride suspension orsome other situation that the fleet, enduser or OEM determines is needed toaddress operational issues or fieldcomplaints. I cannot emphasize thisenough that such retrofits are majorevents for all but the most skilled work-shops and normally require approvalsand instructions from the trailer OEMengineering group, as well as possiblythe suspension supplier.”

Hicks adds that since most air sus-pension designs have proprietary anddimensionally unique elements, thereis very limited interchangeability withcomponents among competitive de-signs. Because each suspension is typi-cally designed to match a trailertype/model, mixing and matchingcomponents is discouraged, as thewrong component can have a verydetrimental impact on the suspension’soverall performance.

“Typically, the easiest and most costeffective replacement plan is to rebuildor repair the unit with the OE suppliedsuspension system,” he says. “Thiswould not require extensive framemodifications or alterations to thetrailer since the frame hangers, sup-porting cross members, etc. will be inthe correct location.

“If the replacement suspension is notthe OE specification, more upfront en-gineering and frame customization willlikely be required to properly locatethe important structural support at-tachments—frame hangar, X-mem-bers, shock mounts, etc.—becausesuspension dimensional configurationcan vary greatly.”

Hendrickson’s Rushe agrees that re-placing an existing air suspension with

thesamesus-pen-sion

brand is fairly straightforward, addingthat a trailer mounting surface and sup-port structure inspection should be per-formed, and the suspensionmanufacturer’s installation proceduresshould be followed.

“When replacing an existing air sus-pension with a different brand ormodel, different mounting and supportstructures may be required,” he says.“The new suspension’s installation in-structions should be used to review thetrailer structure, and the applicationand installation requirements shouldalso be reviewed with the suspensionmanufacturer.

“Changing an existing mechanicalleaf spring suspension will typically re-quire a complete replacement of all ofthe suspension components, includingthe axle,” Rushe continues. “However,some of the axle brake componentsand the wheel end components canbe reused. For a non-slider installation,new trailer support components will berequired. For a slider installation, manyair suspension sliders can simply be in-stalled into the existing trailer mount-ing, but a slider review would beneeded to ensure the correct set ofslider options is selected.”

Vanette, who notes that Firestone

Airide Air springs are engineered tomeet OEM specifications, says that de-viating from the OEM engineeringspec can cause premature failure. “Forexample, an air spring that is taller thanthe OEM suspension spec could possi-bly come in contact with bolts or otherpieces of the suspension, causing inter-ference with air spring functionality orleading to a rupture,” he says. “An airspring that is wider in diameter thanthe OEM specification could alsocause the air spring to rub or puncture.Lastly, if an air spring is too short, it canpull the air spring end attachments, ul-timately leading to an air leak or dam-age of other suspension components.

“The life of an air spring is dependenton the application and maintenance ofthe air spring as well as the quality ofthe spring,” Vanette concludes.

Taking all this into account, the bene-fits and cost savings offered by trailerair suspensions are significant, pro-vided proper maintenance proceduresare followed. Skilled maintenancetechnicians should have no troubleswitching out individual components,but if a complete replacement is re-quired, fleets should work closely withthe suspension manufacturer to ensurethe proper guidelines are followed. /


Aftermarket Insights Air suspension maintenance checklist

John Healy, aftermarket air springs marketing specialist for Veyance Technologies,offers the following maintenance checklist:

• Check air lines and fittings for leaks and for rubbing on the air spring. • Check for proper clearance around the air spring when inflated. Generally, a min-

imum of 36 mm will allow for the increased diameter that occurs in heavyjounce.

• Periodically check the suspension for proper ride height. This dimension shouldbe maintained at +/- 7 mm to protect the springs and shocks from over-exten-sion or frequent bottoming out of the suspension.

• When doing routine vehicle maintenance, block up the suspension and check forirregular wear or material build-up on the flexmember. Clean, if necessary, usinga non-petroleum-based cleaning solution.

• Check rolling lobe piston for material build-up. Hardened debris on the piston willshorten spring life and should be removed.

• Check shock absorbers for any signs of leaking hydraulic fluid, broken end con-nections, worn bushings or cylinders, or over extension.

• Periodically, check nuts and bolts for proper torque. See manufacturer’s manualfor specific recommendations.

• Check height control valve to see that it is functioning properly. Clean or replace,if necessary.

• Routine inspection of all of the above, according to a pre-determined mileagemaintenance schedule, will extend the life of your vehicle and reduce your over-all maintenance expense.

Of course, it depends and awful loton exactly what your trucks are

doing, but it’s a good bet that youcould be changing oil and filters lessfrequently if you haven’t attempted tooptimize the oil change intervals es-tablished for your PM schedules. Youpurchase engine lubricants just as youdo with other consumables for yourfleet—fuel, tires, brake linings. You doyour best to maximize the use of mostconsumables, but have you done yourbest to maximize the life of the enginelubricant you purchase?

Two findings in a recently publishedreport of a study done by the Califor-nia Integrated Waste ManagementBoard are of particular interest:

• Fleet operators can extend oilchange intervals by using higher-qual-ity oil and using oil analysis for deter-mining optimal drain intervals.

• In large engines, high efficiency oilfilters are an effective and economicaltechnology for extending oil drain in-tervals.

Darry Stuart, president and CEO ofDWS Fleet Services, would likelyagree. He said, “Today’s oil does aphenomenal job. I do not ever remem-ber, during my career, of any engine

failure that was caused by a lubricantfailure. “I recommend in all cases thatfleets use premium filters. If you’regoing to try to extend oil drains, thebest filter available from the supplier ofyour choice will give you a bit of asafeguard. Unfortunately, our industrydoes not have an oil filter restrictiongauge available like it does on air fil-ters. It’s likely that filters are only beingused through about 30% of their po-tential service life. Any additional filtra-tion that you can add at a reasonablecost is in my opinion desirable.”

Regarding over-the-road operations,he said, “In reality, we can safely go40,000 to 50,000 miles betweendrains assuming you have a qualityPM inspection when you do changeoil. If I had my way, I would use adeeper oil pan and a bypass filter onevery vehicle.”

Extended service interval programscan not only reduce cost in the shortterm, but also can pay huge dividendsin a much larger way. According toJerry Parker, district sales manager forWIX Filters, by simply doubling an oilchange interval, a 50% reduction in oilconsumption on both sides of theledger can be attained—both pur-

There’smoney tobe savedif oildrainintervalscan safelybeextended

BY TOM GELINAS | EDITORIAL DIRECTOREquipment Management


Optimizing

chase of new and disposal of used lu-bricant.

“The reduction on the waste streamof used lubricants represents a costsavings and it also has a significant im-pact on the environment,” Parker said.“By working with knowledgeable,qualified vendors this transition can becompleted with no disruption to dailyoperations. The rewards generally out-weigh the effort.”

Application specificOptimum drain intervals, even for

identical engines, can vary substan-tially. There can, however, be signifi-cant savings offered by extendingdrain intervals in some applications.This is especially true for over-the-road operators or for fleets that haveconsistent routes and loads. Suchconditions offer the possibility of op-timizing and possibly extendingdrain intervals.

For on-highway applications, mostengine manufacturers will recommenda drain interval that depends on theload the vehicle is carrying, the vehi-cles fuel economy and idle time—basi-cally, the amount of fuel burned. DanArcy, OEM technical manager for Shell

Lubricants, said, “That makes a lot ofsense. Typically, heavier loads or moredifficult terrain require more fuel andtherefore shorter drain intervals thanlighter loads and flat terrain opera-tions. Based on an analysis of thefleet’s operating characteristics, we tryto determine if there is an opportunityfor extending oil drain intervals, orshould the drain interval actually beshortened.”

Arcy went on to say, “We also haveto look at what makes sense for thefleet. If they’re going to bring a truck in

on a 25,000 mile schedule for greas-ing, does it make any sense to try tomove an oil drain out to 50,000 sincethe truck is going to be in the shop forhalf a day or so anyway.”

Stuart would likely agree with such aconcern. He said, “A major problem,which can occur when trying to maxi-mize oil drain intervals, is doing multi-ple PMs in between. You could beadding labor costs that negate anysavings you might achieve through anextended oil drain interval.

“We often hear that fleet managerswant to look at their trucks more fre-quently than just during an extendedoil change interval. In reality, what

ought to be checked during a goodpre- and post-trip inspection, which isdone every time the truck goes out,should be checked and reported bydrivers. The biggest concern, ofcourse, is safety, which is related tobrakes and tires. Drivers look at tiresevery day, and they can tell you themoment brakes start having anyproblems.”

There is another potential downside of moving to extended drain in-tervals. Consider a truck that is safelyscheduled for a 25,000 mile oil

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

Oil analysisThe obvious advantage to extended

drains is more uptime, an importantfactor since the truck’s not making anymoney unless it’s on the road. How-ever there are some responsibilitiesthat go along with an extended drain.John Gaither, PE, director of heavyduty engineering for Fram Filters, said,“One downside of extended drains isthat it requires extra effort on the partof the fleet manager. We recommend


drain intervals

using oil analysis regularly. Without theuse of oil analysis, we do not recom-mend extended drains. Once you establish a safe drain interval for a par-ticular engine, I like to see the fleetdraw an oil sample halfway throughthe anticipated drain interval. Then an-other sample should be drawn at thedrain interval.”

On the topic, Donaldson engineerssaid, “There are few substitutes tothe wealth of knowledge gainedfrom regular engine oil analysis.From its chemical and particulate as-sessments, oil analysis can providekey information on the oil’s viscosity,it’s additive package status, the ex-tent of wear debris, water content,oil acidity, particulate concentra-tions, and much more.”

Gaither said, “We have a lot of fleetsthat install oil sampling ports on anyequipment coming into service. Then,with the system pressurized the en-gine running, they can take a sampleand the whole process doesn’t takebut a minute. If you have to get the oilsample in some other manner, it canbecome a real nuisance. If you havean oil sampling port installed, we rec-ommend using that port for all sam-ples as opposed to catching oil as itdrains from the sump during an oilchange. I would very much like to seeoil sampled from the exact same porteach time.”

Reputable oil analysis vendors arenot difficult to find. Most filter manu-facturers have an affiliation with at leastone of the labs. The easiest thing to dothough is to talk to your filter supplieror your oil supplier. In some cases theengine manufacturer can recommendone or do it themselves.

The fleet manager has to recognizethat, if the operating conditionschange for a vehicle, he may wellhave to change the drain interval.Shell’s Arcy said, “If they’re runningon flat land and the drain intervalhas been working fine at 40,000miles, it may have to be shortenedsubstantially if the truck is moved tooperations in the mountains. In fact,if any of the parameters that wereused to establish the original drain

interval change,that drain interval isgoing to requirereevaluation.”

Lube filtersAccording to the

Filter ManufacturersCouncil, there are fil-tration products cur-rently available thatare designed for ex-tended oil drain in-tervals. While most filters do anexcellent job in filtering, the trend ofextending oil drain intervals two tothree times the normal service intervalhas pushed the materials used in themanufacture of filters to the limit. Ad-hesives, rubber compounds, filtermedia and even the steel used in spin-on filters needs to be designed tomeet the extended period of time theyare expected to be in service. Beforeconsidering an extended oil drain in-terval make sure the filter manufacturerwill warranty their product when usedin such a manner.

Donaldson engineers also referencethe Council’s Bulletin TSB-85-1R2 thatsays, “Under the federal Magnuson-Moss Warranty Act, the Clean Air Actand general principles of the U.S. Fed-eral Trade Commission Act, a manufac-turer may not require the use of anybrand of filter (or any other article) un-less the manufacturer provides theitem free of charge under the terms ofthe warranty.”

Fram Filters’ Gaither said, “With re-gard to filter choice, you get what youpay for. What you want to find is a filterthat is equivalent to or better than theoriginal equipment filter. If you pur-chase filters from a reputable manufac-turer, you know exactly what you canget. Any filter is going to work fine ifyou run standard change intervals. If,however, you’re going to utilize oilanalysis and run extended drain inter-vals, a standard filter may or may notbe what you want. Luber Finer recom-mends a full synthetic filter be used forextended drain service.”

The media of a full synthetic filter ismade of something other than natu-

ral fibers, which are usually cellulose.Conventional filter media has a highpercentage of natural fibers. Syn-thetic fibers are typically polyester orfiberglass, which provides high tem-perature resistance and high strengthfor long drains. Such fibers increasefilter efficiency substantially com-pared to filters using natural fiberswithout increasing pressure dropacross the filter.

According to Donaldson, one consid-eration worth noting is the choice of alube oil filter designed with synthetic,wire-backed filter media. Such designsare far less susceptible to long termheat exposure, and often have supe-rior particulate separation and hold ca-pacity than do most cellulose-basedfilters. They are often the filter ofchoice to be coupled with extendeddrain intervals.

Donaldson Endurance filters are justone such product. These filters are de-signed for extended oil drain programsfor heavy-duty engines and use onlysynthetic media. According to themanufacturer, they have significantlylower restriction than conventional cel-lulose media filters.

Extended oil drain intervals are notwithout risk, and the cost savings theyoffer should be balanced with engineperformance, durability and reliability.With all of the factors affecting the en-gine oil, it is easy to see why OEM'shave traditionally been conservative insetting recommended oil drain inter-vals. Stuart’s final advice if you’re goingto utilize extended oil drain intervals,“Use good filters, crush them whenyou change them and dispose of thewaste oil properly.” /


Equipment Management

Delivering fuel to gas stationsthroughout northern Virginia and

the Washington, D.C., and Baltimoremetropolitan areas, Fleet Transit’s fleetof 50 tractors is faced daily with someof the nation’s heaviest stop and gotraffic. The company was looking forways to lower maintenance costs,eliminate driveline problems and in-

crease fuel economy, notes KenGlover, maintenance supervisor. It alsowanted to improve safety and en-hance driver recruitment and reten-tion.

Today, Fleet Transit believes that ishas found part of the answer for ad-dressing all of those challenges in Al-lison automatic transmissions. Since

buying six Allison-equipped tractorsin 2010, the company has added 16more, including four in the first half of2013. “With a manual transmission,our average fuel economy on thosetrucks is 6.2 MPG,” Glover relates.“On the Allison-equipped trucks it’s6.7 MPG, an 8.1% improvement.”

Glover also points out that the first

After(market)BeforeBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

BeforeBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Automated, automatictransmissions & integrated

powertrains


six of Fleet Transit’s Allison-equippedMack tractors now have approxi-mately 225,000 mi. With an averageclutch life of 200,000 mi. and an aver-age cost of clutch replacement atabout $4,000, the company esti-mates it has saved $24,000 onclutches so far.

Usher Transport, based in Louisville,Ky., specializes in short and midrangetanker loads with a fleet of 300Freightliner and Volvo tractors. Dueto the hazardous nature of most ofthose loads, notes Keith Judd, main-tenance director, safety is a top prior-ity when specifying new equipment.

“The Eaton UltraShift PLUS trans-missions that we are using are work-ing very well in our safety and vehicleprogram,” Judd says. “With ourloads, materials are always shifting,especially on hills. The added extraseconds that you get after releasingthe brakes with the UltraShift PLUStransmission’s Hill Start Aid allowsdrivers to keep moving forward with-out having to worry about a car a fewfeet behind the trailer. Hill Start Aidand intelligent shift decisions allowdrivers to focus on the road.”

Usher Transport is now specifyingEaton UltraShift PLUS Linehaul Active

Shifting (LAS) automated transmis-sions. Along with safety, Judd adds,the fleet is also seeing as much as ahalf of a percentage point in fuel con-sumption improvement.

Range of offeringsThose are two of many stories that

point out the value that fleets are real-izing by spec’ing automatic and auto-mated transmissions, which are nowavailable from a number of truckOEMs and component manufacturers.

Allison TransmissionAllison Transmission, which offers a

wide range of automatics for a vari-

ety of applications, recently rolledout its fifth generation electroniccontrols that are designed to matchthe latest vehicle electrical-electronicarchitectures. Featuring enhancedprogramming and a new bump leverselector design, the company notesthe fifth generation controls enableoptimal shift strategies for meetingfleet requirements. Embedded inthe Allison control module, as well isa new inclinometer, which the manu-facturer says improves its load based

shift scheduling(LBSS) sys-tem’s perform-ance bymaking theautomatic se-

lection betweeneconomy and per-formance shiftschedules faster

and more accurate.The new generationof electronic controls

also provides two ad-ditional acceleration levels.

Specific features of the fifth gen-eration electronic controls are beingrolled out throughout 2013.

Dash on a Mack Truck with mDrive automated transmission


Allison automatictransmission

DetroitDetroit began production earlier

this year of its DT12 automated man-ual transmission for the North Ameri-can market. The DT12 is availableexclusively in the Freightliner Cascadiaequipped with a Detroit DD15 enginewith ratings from 455 to 505 HP. Addi-tional versions of the DT12 for the De-troit DD13 and DD16 engines will bereleased in late 2013 and 2014. The

DT12 includes features such aseCoast, which Detroit says maximizesfuel efficiency by allowing the vehicleto coast down grades at idle speeds,skip shift powertrain controls that au-tomatically skip unnecessary gearsand active driveline protection. Op-tional are a direct drive version whileall models have three driving modesthat drivers can select based on ter-rain and application.

EatonEaton UltraShift PLUS automated

mechanical transmissions, available inoverdrive and direct-drive models, fea-ture new clutch technology and shiftselection software that employs gradesensing, weight computation, anddriver throttle commands. Eaton re-cently launched a new family of Ultra-Shift PLUS transmissions designedspecifically for Navistar. The 16-speeddirect drive automated mechanicaltransmissions are designed with asmall 17% step between gears. The Ul-traShift PLUS LSE (Linehaul Small-StepEfficiency) will be released initially withMaxxForce 13L engines on Navistartrucks and then with Cummins ISX (15-liter) engines. Eaton has also added sixnew models to its lineup of UltraShiftPLUS transmissions to complementnewer low torque diesel engines. Theadditions include three new UltraShiftPLUS Vocational Construction Series(VCS) and three new Vocational Multi-purpose Series (VMS) transmissions.

Mack TrucksMack Trucks is offering the mDRIVE

automated manual transmission de-signed to work with MP7 and MP8engines in its Econodyne and Maxi-Cruise series. The mDRIVE has 12 for-ward and four reverse speeds and isavailable in direct drive or overdrivemodels. Available in Fleet and Pre-mium packages, the mDRIVE’s cus-tomer-programmable parametersand functions include an Auto Neu-tral feature that shifts the transmis-sion to neutral if the engine is turnedoff while still in gear, a Grade Gripperfeature that holds the service brakeuntil the throttle is applied, andCruise’n Brake, which limits enginebrake operation while in cruise controluntil the target speed has beenreached. Additionally, the MackCeller-ator feature allows the driver to raiseengine RPM while automaticallyshifting to a lower gear.

Volvo TrucksVolvo Trucks has made its I-Shift au-

tomated manual transmission stan-dard on all Volvo-powered trucks builtfor the North American market. The


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12-speed Volvo I-Shift averages 28%between gears and uses integratedsensors to identify load and roadgrade and place the transmission inthe right gear for conditions. Avail-able in six feature packages, I-Shiftcan be customized with skip shifting,Eco-Roll, which allows the transmis-sion to disengage the engine in cer-tain situations, and an Engine BrakePerformance mode that selects a gearthat maximizes retardation. There isalso an idle driving mode cruise con-trol enhancement that allows the en-gine to operate at idle without cyclingthe clutch or using the accelerator foruse in congested traffic and whenbacking a trailer.

Integrated powertrainsAutomatic and automated manual

transmissions are part of the latestintegrated powertrain offerings from

vehicle OEMs and transmission man-ufacturers.

“Transmission and engine integra-tion provides for the most effi-cient operation of the truck,”said Chris Stadler, productmanager at Volvo Trucks.“The two-way conversa-

tion that takes placebetween the transmission and en-gine has greatly enhanced drivetrainperformance. This exchange of infor-

mation ensures the engine operatesin its ‘sweet spot’ and the transmis-sion is in the right gear at the righttime.”

Optimized powertrain design andengineering is critical at DaimlerTrucks North America, notes BradWilliamson, manager, engine andcomponent marketing. The DT12,he points out, is part of a completeline of components that also in-cludes engines and axles, and fleetsspec’ing an entire powertrain pack-age can expect an even greater levelof efficiency.

“It’s what we refer to as balanceddesign,” says Kevin Flaherty, Mack’ssenior vice president, sales and mar-keting. “Building trucks with inte-grated components means deliveringtrucks exactly fitted to customer ap-plications. The entire vehicle is morereliable and performs better becauseeach component is designed in con-cert with the others.” /


RESOURCES:Allison Transmission—www.allisontransmission.comDetroit—www.DemandDetroit.comEaton—www.eaton.comMack Trucks—www.macktrucks.comVolvo Trucks—www.volvotrucks.us.com

Detroit DT12 automatedmanual transmission

Volvo automated manual transmission

“Evaluating new systems and com-ponents for suppliers allows us tomake informed decisions aboutwhere we see our fleet years downthe road,” says David Hoover, direc-tor of outbound logistics at Michi-gan-based retailer Meijer. “Workingwith manufacturers, we can establishearly on whether new technologieswill lower our overall operating costsfrom fuel savings or reduced mainte-nance and improve safety.”

Based in Grand Rapids, Mich., Mei-jer operates 203 supercenters andgrocery stores throughout Michigan,Ohio, Indiana, Illinois and Kentucky.The company’s stores are served by afleet of 170 tractors and more than2,100 dry freight and refrigeratedtrailers, including 2010 through 2014model year Freightliner Cascadiapower units and trailers from Van-

guard, Utility, Wabash and GreatDane.

“We look at a range of factorswhen we’re making purchasing andspecification decisions,” Hooverstates. “Beyond price, we evaluatetotal cost of ownership. We considerfuel efficiency and environmental im-pact, potential productivity improve-ments from new products,component durability, safety of driv-ers and the public and current andfuture regulations that will impact ouroperation. Additionally, we use inputfrom our drivers and techniciansabout previous specs and what theythink of new offerings.”

Manufacturer and dealer supportare also important to Meijer, Hoovernotes. “If you wait for new technol-ogy to arrive and haven’t preparedprior to its arrival, then be prepared

Meijer and its suppliers are benefitingfrom evaluating new vehicles, systemsand components


Forward

Specs&Fleet ProfileBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

David Hoover, Meijer director of

outbound logistics

thin

for impending disaster,” he says.“Get your technicians trained toservice equipment before it arrivesby making sure your dealership isahead of the game and is schedul-ing factory training for your staff andtheir own mechanics. Internally, putlaptops and software capable of di-agnosing equipment in place andget your IT department involvedearly on as it can take months toprepare a network.”

Ongoing involvementMeijer’s current fleet and its specifi-

cations are partly the result of thecompany’s ongoing involvementwith manufacturers, and in somecases, its willingness to evaluatenew technologies before they are onthe market. Prior to buying its firstFreightliner Cascadia tractors in

2010, Meijer worked with the OEMto test the new model. Likewise, itwas able to evaluate pre-productionEvolution versions of the tractor in2013 and Evolution models for2014. Currently, the company is op-erating 2016 model year prototypesand is planning to test a CNG-pow-ered version of the Cascadia in thefuture.

The adoption of clean diesel tech-nology at Meijer was also precededby several evaluations. “It was chal-lenging and exciting to be one ofthe first fleets in North America tooperate both 2010 and 2014 cleandiesel trucks,” Hoover states, “butwe’re now benefitting from a sub-stantial increase in fuel economy.

“Our fleet is also playing a big rolein helping Meijer meet its strong en-vironmental commitment,” Hoover


nking

MeijerTractor Specifications

Model: Freightliner Cascadia Evolution Daycab; 113-inch BBC, Fuel Efficiency Package1.22, Virtual Technician

Wheelbase: 65 in.

Engine: Detroit Diesel DD13, 410 HP @ 1800RPM

Transmission: Eaton Fuller FM-14E310B-LASUltraShift Plus

Driveshafts: Meritor; RPL25 main,RPL20 interaxle

Front Axle: Meritor MFS-12-143A, 12,000-lb.

Front Suspension: taperleaf

Power Steering: Sheppard HD94

Rear Axle: Meritor MT-40-14X; 40,000-lb.,2.47 ratio

Rear Suspension: Freightliner Airliner

Wheel Seals: SKF Scotseal Plus XL

Brakes: Bendix ADB22X-V air disc

ABS: Meritor WABCO 6S/6M; hill start, autotraction control

Wheels: Alcoa; 22.5x8.25, 10-hole, hub-piloted

Tires: Michelin; 275/8R22.5 XZA3+ steer,445/50R22.5 X-One XDN2 drive

5th Wheel: Jost JSK36, air slide

Air Compressor: Bendix BA-921, 19.0 CFM

Air Dryer: Meritor WABCO SS-1200+, integralgovernor and heater

Air Cleaners: WABCO Oil Coalescing

Fan Drive: Bendix 273-049 variable speed

Coolant Pump: Visctronic 270-020 HDEPvariable speed

Batteries: (3) Alliance Model 1231; Group 31,3375 CCA

Starter: Delco Remy 39MT+ HD/OCP

Alternator: Delco Remy; 160 amp, 28SI

Block Heater: Phillips Temro 1500 watt

Fuel Heater: Davco 482

Mirrors: bright finish heated, integral convexLH and RH remote, rain deflectors

Lighting: LED

Seats: High back air suspension driver

Fuel Tanks: duel aluminum, 60-gal.

Paint: White Elite

adds. “Today, our tractors produceabout the same emissions as just fourtractors would have a few years ago.We are proud that we have one ofthe cleanest and most fuel efficientfleets in the country.”

Other ongoing evaluations at Meijeraimed at enhancing fuel economyand safety include those for auto-mated transmissions from Eaton andDetroit, and for pre-production tiresmade up of different rubber and treadcompounds from Michelin. Based onpast testing, a large portion of thetractors and trailers in the fleet arenow equipped with air disc brakes.

Currently undergoing testing atMeijer is the SAF-Holland Auto-PosiLift automatic axle lift system. De-signed for varying load operations,the Auto-PosiLift reads air springpressure and determines whether toautomatically raise the trailer’s frontaxle when it senses that only one axleis necessary to carry the load.

“We don’t have consistent pay-loads,” Hoover explains. “In our busi-ness, when a trailer returns from thestore it has pallets and other lightitems on it. We run some loads inMichigan—carrying milk, for example—that leave our facility at 90,000 lbs.and return at 5,000 lbs. Other loadscan vary from 19,000 to 80,000 lbs.;so it doesn’t make much sense tohave all the axles on the ground ifyou can lift them, still meet axleweight limits, save wear and tear, andimprove fuel economy.”

Eliminating issuesMeijer, Hoover points, is a preferred

test fleet for suppliers in part becauseits tractors return to a company facil-ity every day. “The process is a two-way street,” he advises. “Don’t beafraid to call a manufacturer whenyou’re not getting results and don’tlive with a problem when you find it.Get the engineers in to eliminate theissue on existing and future models.

“Manufacturer and dealership sup-port is critical to addressing issues,”Hoover continues. “We benefit fromthose relationships because they canapply what they learn from evaluating

our equipment and make changesbased on our actual use of a product.There is definitely long term value forus in having manufacturers makespecification recommendations andfine tune test technologies to matchour duty cycle.”

Meeting needs is what Meijer is allabout, Hoover adds. The family-owned retailer opened its first store in1934 when Hendrik Meijer, a barberin Greenville, Mich., purchased mer-chandise on credit and opened Mei-jer’s Grocery to serve customers whovisited his shop.

Recognized as a pioneer of the“one-stop shopping” concept, Meijerstores have evolved through theyears to include expanded produce,meat, apparel and electronics depart-ments, as well as pharmacies and gar-den centers. Fulfilling needs has beena hallmark of Meijer for almost 80years, a practice and a philosophythat extends to the company’s fleetoperation in many ways. /


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Trailer Specifications

Models: Vanguard, Utility, Wabash, GreatDane; dry and refrigerated

Length: 53 ft.

Landing Gear: Jost A450.G3.17 Magnum

Axles & Suspension: Hendrickson HKANT46K, Intraax AAL23K; Surelok

Oil Seals: Federal Mogul 5-star

Brakes: Bendix air disc

ABS: Meritor WABCO 4S/2M

Spring Brakes: Tramec

Tires: 445 / 50R22.5 Michelin X-One XTELRL

Wheels: Accuride aluminum

Lighting & Electrical: Truck-Lite, Phillips;LED


Truck Products

The Racor Division of Parker Hannifin Corp. introduced theFBO fuel filter/water separator. Available in two sizes, the FBO isdesigned for high-flow applications from 10 to 75 GPM, as aprimary fuel filter/water separator on diesel engines or for bulkfuel handling and transfer. FBO assemblies can also be used onmobile refueling units.

Features of the FBO fuel filter/water separator include a lock-ing ring collar that rotates the bowl assembly for easy mainte-nance and filter changes, a die cast aluminum head and a steelfilter bowl, manual drain and vent valves, a sight glass and Vitonseals for compatibility with various fuel types. The assembly isoffered with a choice of a water separator, silicone treated filter ora water absorber to meet specific filtration needs and a wide se-lection of accessories, including an optional electric heater.

Racorwww.parker.comRapid Response: 800-930-7204 ext. 54150 www.FERapidResponse.com

Racor rolls out fuelfilter/water separator

Oliver Rubber introducesSmartWay-verified dualdrive retread

Oliver Rubber, provider of products and services to the tireretreading industry, announced the launch of the Vantage MaxDrive, an EPA Smartway-verified drive position retread forline-haul applications. This new retread is designed for singleand tandem axle tractors.

The Vantage Max Drive is Oliver’s first Smartway verifieddual drive tread. According to the company, this retread pro-vides both long mileage and increased fuel savings for fleetsseeking the best attributes from their retreads.

The Vantage Max Drive, at 19/32nds of tread depth, is avail-able in four sizes: 205; 210; 220; and 230. Oliver’s proprietarycompounding delivers low rolling resistance, increased fuelsavings and excellent treadwear. It is the third retread in theVantage family, which also includes Trailer II and Drive. All useOliver’s exclusive VDI plus feature that acts as a visual depthindicator, helping to enforce pull points while also resisting theretention of road debris. All Oliver retreads carry a nationalwarranty to 2/32nds of tread depth.

Oliver Rubberwww.oliverrubber.comRapid Response: 800-930-7204 ext. 54153 www.FERapidResponse.com

Spectra Premium’s eCatalog is now mobile-friendly

With vehicle, part number and interchange search capabilities, the mobile version canbe accessed from any Smartphone for an instant access in the palm of your hand. Simi-lar to the desktop version, multiple view images, part specific technical information andvideos can also be accessed. No application to download. Visitecat.spectrapremium.com.

Spectra Premiumecat.spectrapremium.com Rapid Response: 800-930-7204 ext. 54151 www.FERapidResponse.com

Baldwin Filters New Supplier to SpeedcoBaldwin Filters entered a strategic partnership to supply filtration products to Speedco

locations across the United States. Speedco operates a nationwide network of more than50 quick lube and tire service locations for the trucking industry, serving both owner-op-erators and fleets. Baldwin’s full line of lube, fuel, air, coolant and hydraulic filters will beavailable at all Speedco locations.

Baldwin Filters, a Clarcor company, produces more than 6,000 lube, air, fuel, hydraulic,coolant and transmission filtration products for most applications, and can be purchasedfrom distributors worldwide.

Baldwin Filterswww.baldwinfilter.comwww.FERapidResponse.com/54152


Truck Products

Alliance Truck Parts launches newcoolant, antifreeze products

Ideal Engineers unveils smart clamp

Ideal Clamp Products Inc., designer and manufac-turer of Ideal-Tridon brand worm gear, hose and specialtyclamps, announced the launch of a new product,SmartSeal. SmartSeal is a worm gear clamp featur-ing the patent-pending SmartLiner, a self-compen-sating spring liner that forms a steady 360º seal inresponse to changing temperatures and vibrationalmovement. The trough-shaped design createshigher-pressure loading compared to conven-tional worm gear, increasing resistance againstleaks. SmartSeal is currently available in sizescovering clamping ranges from 26 to 148.

Ideal Clamp Products Inc. www.idealclamps.comRapid Response: 800-930-7204 ext. 54155 www.FERapidResponse.com

HOLLAND FWAL fifth wheels available on allClass 8 trucks

SAF-HOLLAND announced that its exclusive HOLLAND FWAL alu-minum fifth wheel is available at all Class 8 OEMs for onlineinstallation.Approved for all on-highway standard-duty applications, theFWAL is the world¹s lightest weight and only aluminum standard-duty fifthwheel. Combining proven HOLLAND fifth wheel engineering and ad-vanced ALCOA aluminum forging technology, the FWAL is up to 100 lbs.lighter than competitive fifth wheels, without sacrificing durability or relia-bility, the company said. Featuring LowLube technology, the FWAL in-cludes a grease-free top plate surface that is equipped with steel reinforcedlube plates for superior wear and peel resistance. /

SAF-HOLLANDwww.safholland.usRapid Response: 800-930-7204 ext. 54156 www.FERapidResponse.com

Alliance Truck Parts added nitrite-free organic additive technology (OAT) andnitrited organic additive technology (NOAT) extended life coolant/antifreezeproducts to its coolant line. Specially formulated for severe-duty applications,these new coolants are designed to further reduce the total cost of ownership fortruckers by improving heat transfer and water pump seal life.

Both OAT and NOAT are specifically formulated to meet requirements oftoday’s technologically advanced heavy-duty engines and are compatible with allquality coolants, the company said.

The OAT extended life coolant is designed to provide extreme long-term wetsleeve liner cavitation and corrosion protection of all cooling system compo-nents. It carries a 1,000,000 mi./20,000 off-road hours guarantee. AllianceNOAT extended life coolant is also designed to provide effective long-term wetsleeve liner cavitation and corrosion protection of all cooling system compo-nents and is available in full strength and 50/50. It is good for 750,000mi./15,000 hours with top-off as needed, the company added.

Alliance Truck Parts www.alliancetruckparts.comRapid Response: 800-930-7204 ext. 54154 www.FERapidResponse.com

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East Manufacturing introduced its new all-aluminum flatbed trailer with narrow-neck design, whichcomines its new flatbed trailer with Sliding Systems Inc. (SSI) all-aluminum Curtainside unit. The SSI Cur-tainside is designed to haul freight heavy enough for a flatbed with the load capacity and enclosure of avan. The newly-designed, 8-in. neck on the East aluminum flatbed offers the same durability, strength andpayload of the East BST Aluminum Flatbed Trailer along with the ability to be equipped with an enclosure,providing more load versatility and protection. The van configuration of the new all-aluminum flatbedtrailer has a 106-in. clear height just 4 in. short of a van and 101-in. inside load width. It also accommo-dates up to 50,000 lbs. concentrated load in 4 ft. on a 48-ft. spread axle trailer. The flexibility of the curtainside offers load access from both sides as well as the rear door, the company added.

East Manufacturing www.eastmfg.comRapid Response: 800-930-7204 ext. 54160 www.FERapidResponse.com

East Manufacturing introduces all-aluminum flatbed trailer

Keep your lights onwith IPA's TowingMaintenance Kits

The Towing Maintenance Kits availablefrom IPA are designed to quickly test andclean connectors and terminals for trucks,the company said. Each kit contains a vehi-cle side circuit tester, patented male and fe-male connector cleaners and a 2 ml tube ofDeoxIT Cleaner. With four models avail-able,the kits offer a unique and effectivemethod to ensure continuity on any type oftrailer connection and include a specializedcircuit tester for vehicle side circuit testing.It verifies continuity to the taillights, back-up lights, turn signals, 12V and electricalbrakes from the plug while diagnosing mal-function. /IPA ipatools.comRapid Response: 800-930-7204 ext. 54161 www.FERapidResponse.com

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Shop Equipment

A new clutch caddy adapter for the Eaton UltraShift Plus is avail-able from Kiene Diesel Accessories, the company announced.

The 14th and newest adapter for the multi-task Clutch Caddy, theCC2065, is designed for a 14 fine spline alignment shaft to allow asingle technician to safely remove and install the Eaton UltraShiftPlus clutch, the maker added.

Kiene Diesel www.kienediesel.comRapid Response: 800-930-7204 ext. 54170 www.FERapidResponse.com

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Mohawk Lifts launches mobile website Mohawk Lifts, manufacturer of above ground vehicle lifts ranging from 6,000 to 240,000 lbs., launched a

mobile version of the Mohawk Lifts website. The mobile websites provides customers with the same informa-tion as the regular Mohawk Lifts site and has been optimized for browsing without a mouse and keyboard.

According to the company, analytics show that traffic coming from mobile devices is increasing, accordingto Mohawk Lifts. Creating the mobile site will allow access to Mohawk’s products at night and on weekends,when people may not be in front of a computer.The mobile site will automatically display when www.mo-hawklifts.com is accessed from a mobile device.

Mohawk Lifts www.mohawklifts.com Rapid Response: 800-930-7204 ext. 54171 www.FERapidResponse.com

Stertil-Koni announces research on nextgeneration in-ground lifts

An analysis by Stertil-Koni is revealing the growing use of nextgeneration vehicle lifting technology, especially eco-friendly in-ground lifts, at truck maintenance facilities. According to the com-pany, technological advancements in hydraulic vehicle liftingsystems, which combine to measurably improve performance, envi-ronmental containment and safety, have been driving the change.As an example, Stertil-Koni points to its recently introduced Dia-mond Lift, a 96,000-lb. capacity telescopic piston lift.

The lift’s piston rods are hard-chrome plated for protectionagainst corrosion and wear. Further, the lift utilizes biodegradableoil and the upper portion of the steel containment is hot galvanized,which provides corrosion resistance at floor level, according to thecompany.

In addition, the containments are coated internally and externallyto safeguard against corrosion and electrolysis while prohibitinghazardous fluids from entering the shop environment.

Stertil-Koni USA Inc. www.stertil-koni.comRapid Response: 800-930-7204 ext. 54172 www.FERapidResponse.com

Kiene Diesel adds clutch caddy adapter

Grote's Trilliant LED mount-anywhere worklamp

A 3-in. diameter Grote TrilliantLED work lamp that offers new mounting flexibility has been added to thecompany’s product line. The T26 LED work lamp produces over 1400 lumensand uses only 17.5 watts across ten to 48 volts.

According to Grote, the work lamp's rugged mechanical design ensuresconsistent performance and long life in the harshest environments, while thesmall size, combined with tough construction, allows mounting in placeswhere larger or less rugged lamps cannot fit or survive. Its circuit design pro-vides electronically quiet operation; protects against EMI without interferingwith other electronic devices. The product family includes far and near patternflood designs, each with a choice of pinch or pedestal mounting, the com-pany added. /

Grote Industrieswww.grote.comRapid Response: 800-930-7204 ext. 54174 www.FERapidResponse.com

Rapid Response: 800-930-7204 ext. 54063Rapid Response: 800-930-7204 ext. 54071

Ranger introduces new automatic DataWand balancer

Ranger Products, a division of BendPak Inc., isbringing another new wheel balancer to market.The Ranger DST64T is equipped with revolution-ary DataWand and inner data set arm allowingoperators to quickly and automatically enterwheel parameter settings in less than three sec-onds for exact balancing every time. A soft-touch keypad and display panel includesdynamic, static and variable alloy settings andfeatures dynamic tire and wheel graphics to helpguide technicians through balancing procedures.A weight optimization feature automatically cal-culates the minimum amount of weight neededto achieve an optimal balance so shops use lessweight and increases profits.

BendPak Inc./Ranger Productswww.bendpak.comRapid Response: 800-930-7204 ext. 54173 www.FERapidResponse.com

Classifieds


Dean Martin, [email protected] 330-670-1234, ext. 225

Doug Basford [email protected] 330-670-1234, ext. 255

Bobbie Adams [email protected], ext. 288

Glenn [email protected], ext. 212

John Zick [email protected]

949-756-8835

Don [email protected]

330-670-1234, ext. 286

Sean [email protected]

330-670-1234, ext. 206

CLASSIFIED SALESTom Staab

[email protected], ext. 224

LIST SALES MANAGERDon Hemming

[email protected], ext. 286

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Rapid Response: 800-930-7204 ext. 54206 www.FERapidResponse.com

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ENGINE OILDRAIN VALVE

DRAIN YOUR ENGINE OIL WITH THE TOUCH

OF A FINGER

www.FumotoUSA.comFumoto Engineering of America

(425) 869-7771

FUMOTO

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Classifieds

Need Reprints?Call Kelly at 330-670-1234, ext. 284

Call now to order or to receive a free 2013 catalog 1-800-434-5141www.autobodysupplies.com


NO Steel BallsNO Sands or OilsNO Prebalancing

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Easily installs on truck driveshafts, wheel assemblies & engines

WILL STOP TIRE CUPPING& INCREASE TIRE LIFE UPTO 50% OR MORE

For Fleet Pricing Contactyour local dealer or

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Advertiser Page Rapid Response Advertiser Page Rapid Response Code Code

Afton Chemical Corporation 43 54043Alcoa Wheel Products 39 54039ATA 59 54059BendPak 63 54063BendPak Insert 54120-54123Betts Co. 38 54038Campbell Hausfeld 18 54018CARQUEST Auto Parts 57 54049Carrier Transicold 31 54031Coxreels 62 54063Eaton Truck Components 2-3 54003Espar Products 22 54022Espar Products 23 54023Espar Products 26 54026Federal Mogul/National BCA 20 54020Federal Mogul/National BCA 21 54021FuelDefend Global Ltd 58 54058Fuso Truck 7 54007Gabriel 47 54047Hankook Tire America Corp 11 54011Hendrickson 29 54029Kenworth Truck Co 5 54005

Kit Masters 60 54060Luber-Finer 28 54028Marangoni North America Cover 3 54069Meritor Inc 27 54027Mitchell 1 55 54055Mohawk Lifts 63 54071NAPA 1 54001Old World Industries 9 54009Penray 41 54041Peterbilt Motor Co Cover 4 54070ProDiesel 50 54050SAF-Holland, Inc. 13 54013Saf-tee 67 54067Sherwin-Williams Company 15 54015Tenneco/Monroe Commercial Vehicle 54 54054Thermo King Corp 25 54025TMW Systems 35 54035VDO RoadLog 40 54040WEBASTO 24 54024Wix Filters 16 54016Wix Filters 17 54017

Reader Response Pagesponsored by

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>>>CALL toll-free 800-930-7204 and then enter the Five Digit RapidResponse Code that appearsin the ad or product announcement or on the listing below.

>>>OR VISIT www.FERapidResponse.com and click on the company you want info from!

>>>OR click on the Fleet Equipment Rapid Response icon on our Web site at www.fleetequipmentmag.com!

fast and easy!

On a recent trip to the DetroitDiesel Remanufacturing LLC (De-troit Reman) facility in Hibbing,Minn., Fleet Equipment had achance to see first-hand how en-gine electronic computer units(ECUs) are remanufactured. Unlikeother vehicle component remanu-facturing facilities such as thosethat remanufacture engineblocks, axles and transmissions,etc., this electronic reman facilitywas smaller, quieter, extremelyclean—and free of dust and any-thing that might cause an electri-cal interference.

Highly-skilled workers disas-semble and reassemble ECU cir-cuit boards and other parts withprecision and accuracy. In thecases where the ECUs are fromlegacy equipment, they are re-designed—sometimes using reverse engi-neering—and upgraded to cur-rent specs, which actually makesthem better than the originals.

Detroit Genuine Parts products in-clude electronics, engines, tur-bochargers, fuel injectors, cylinderheads, water and oil pumps, dieselparticular filters, axles, transmissionsand more. According to the com-pany, more than recycling, the re-manufacturing process recovers thevalue in existing manufacturedgoods to restore them to original orbetter condition. In addition, re-manufacturing dramatically lowersthe total cost of ownership by giv-ing manufactured assets a secondlife and creating a sustainable busi-ness model. /


• Equipment TechnologyMaintenance best practices

• Before & After(market)Severe duty options

• IT for Asset ManagementInformation technology updates and news

FLEET EQUIPMENT (ISSN 0747-2544)September 2013, Volume 39, Number 9): Pub-lished monthly by Babcox Media, 3550 EmbassyParkway, Akron, OH 44333 U.S.A. Phone (330)670-1234, FAX (330) 670-0874. Periodical postagepaid at Akron, OH 44333 and additional mailingoffices. POSTMASTER: Send address changes to FleetEquipment, 3550 Embassy Pkwy, Akron, OH44333. A limited number of complimentary sub-scriptions are available to individuals whomeet the qualification requirements. Call (330)670-1234, ext. 288, to speak to a subscriptionservices representative or FAX us at (330)670-5335. Paid Subscriptions are available fornon-qualified subscribers at the followingrates: U.S.: $69 for one year. Canada: $89 forone year. Canadian rates include GST. Ohioresidents add current county sales tax. Otherforeign rates/via airmail: $129 for one year.Payable in advance in U.S. funds. Mail pay-ment to Fleet Equipment, P.O. Box 75692,Cleveland, OH 44101-4755. VISA, MasterCardor American Express accepted.Founded in 1974. © 2012 by Babcox Media,“Fleet Equipment” is a trademark of BabcoxMedia Inc., registered with the U.S. Patent andTrademark office. All rights reserved. Publisherreserves the right to reject any subscription thatdoes not conform to his standards or buyingpower coverage. Advertising which is belowstandard is refused. Opinions in signed articlesand advertisements are not necessarily those ofthis magazine or its publisher. Diligent effort ismade to ensure the integrity of every statement.Unsolicited manuscripts must be accompaniedby return postage.

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PostScriptComing in

Reman ECUs: Better than new

Fleet Equipment, September 2013

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Transcript of Fleet Equipment, September 2013