Fleet Equipment, October 2012

Right specs pay dividends at resale • Hubs & wheel ends • Poised to meet IT needs

Jim Fox, Vice President &General ManagerPinnacle Express

www.FleetEquipmentMag.com

OCTOBER 2012

Maximum Impact

Rapid Response: 800-930-7204 ext. 43067

Departments

EDITORIAL ADVISORY BOARD

Steve Duley,Vice President, 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

Oct.

14 ASEFocus on the future

16 Timely TipsDon’t judge a coolantby its color

26 Industry NewsTrucking operational costscontinue to rise

54 Truck ProductsMitsubishi Fuso offers newplow kits for Canter FG4X4

57 T&BMeritor adds two low-mountMTA trailer suspensions

58 ShopStertil-Koni introduces Diamond Lift

Editorial 2CAROL BIRKLAND

SmartWay 4TOM GELINAS

Light- & Medium-Duty 6SETH SKYDEL

Service & Support 8D. MICHAEL PENNINGTON

Fuels & Lubes 10JOHN MARTIN

Tires & Wheels 12ASA SHARP

Post Script 64

18 IT for Asset Management | Making a difference

22 Trailer Topics | Time running out for CARB compliance on aerodynamics

34 Before & After(market) | Hubs & wheel ends

42 Equipment Technology | The right specs pay resale dividends

50 Fleet Profile | Maximum impact

50

34

Columns

Vol. 38 | Number 10 | 2012

Features

42

Founded 1974. Copyright 2012Babcox Media Inc.

On the Inside

2 October 2012 | Fleet Equipment

Our industry has seen a lot of change in the last few decades. Trucks may still runon rubber tires, but those rubber tires are much more sophisticated than ever—

and the same can be said for everything under the hood and on the vehicle. As the equipment in our industry evolves, those of us in the publishing business work

diligently to keep pace with news coverage and feature topics—and we strive to makesure our publications reflect the changes our readers are facing. To that end, you willnote that Fleet Equipment magazine (FE) has just taken on a new look. Since its incep-tion in 1974 as Fleet Maintenance & Specifying, there have been many changes to themagazine. First came the name change to FLEET EQUIPMENT in 1984, followed by afew iterations of the typeface lettering for the title over the years. Then, in 2005 thecover logo was changed to FE. (Three old covers reproduced on page 64 illustrate someof our changes.)

So what about changes in your business? Evolving change—as every fleet managerknows—has its advantages and its challenges. The cost of new and more sophisticatedequipment directly correlates to higher purchase costs, but some fleet managers arefinding that they also can result in a lower total cost of ownership.

More changes are in our industry’s future. Recently, we’ve seen significant interest innatural gas (NG) engines for specific applications, enough interest to momentarily turnthe focus of alternatively fueled vehicles away from hybrids to NG trucks. At the mo-ment, the lower price of NG, the fact that there are not many changes needed to adaptdiesel engines to run on NG, and the fact that NG is a “homegrown” fuel make it ap-pealing. But it still is not necessarily the answer for all long haul operations.

The cost of fuel and lower engine emissions continue to be significant drivers ofchange in our industry—just look at how engines have evolved since the first Environ-mental Protection Agency (EPA) engine emissions mandate nearly a decade ago. In theyears since that mandate, engine complexity and the upfront costs related to changes intheir technology have been significant—and early on, fuel economy suffered. As the EPA2010 engines went into service, however, many fleet managers reported better fueleconomy.

The next mandate for change is slated for 2014 with the EPA and NHTSA initiativeGreenhouse Gas 2014 (GHG14), which is focused on reducing greenhouse gas emis-sions while improving fuel economy of heavy-duty trucks. The GHG14 mandate maybring about the most wide-sweeping changes we have seen to date, primarily becausetruck OEMs and engine makers have been suggesting that to be in compliance, therenot only will need to be changes to the engines, but also changes to vehicle aerody-namics.

In addition, you can expect to see a push toward integrated powertrains. As an exam-ple, Daimler Trucks North America, makers of Freightliner trucks, recently announced aproprietary automated manual transmission and axle that can be specified with its De-troit series engines to offer fully integrated powertrains. The advantage of an OEM inte-grated system has to do with the company’s ability to program its proprietary softwareto maximize all components for optimum fuel efficiency. While the fuel advantages of in-tegrated powertrains are well known in Europe, they are still a hard sell in North Amer-ica. But, with ever-evolving change, you never know what the next milestone might be.

CAROL BIRKLAND | EDITOR-IN-CHIEF

PUBLISHERDavid Moniz, Publisher330-670-1234, Ext. [email protected]

EDITORIALCarol Birkland, [email protected]

Tom Gelinas, Editorial [email protected]

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

Seth Skydel, Senior Contributing [email protected]

D. Michael Pennington, Senior Staff [email protected]

Asa Sharp Contributing [email protected]

John Martin, Contributing [email protected]

Paul Hartley, 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]

Maryellen Smith, 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

Evolving changeEditorial



For the last 20 years, various energy-related legislation and executive

orders coming out of Washington haveincluded provisions aimed at increas-ing the federal government’s use of al-ternative fuels. The most recent isExecutive Order 13514 issued by thepresident in 2009. The order, titled“Federal Leadership in Environmental,Energy and Economic Performance,”was intended to establish a measure-ment-based program to hold federalagencies accountable for progress onenergy objectives.

A subsequent memorandum issuedlast year expanded this order, saying,“We owe a responsibility to Americancitizens to lead by example and con-tribute to meeting our national goalsof reducing oil imports by one-third by2025 and putting one million ad-vanced vehicles on the road by 2015.”Included in this memorandum is a re-quirement that federal agencies en-sure that new contracts with outsidevendors are for services that are en-ergy efficient and environmentally de-sirable—a mandate that applies to

carriers delivering freight to, from orbetween agency locations. It also re-quires the General Services Adminis-tration (GSA) to lead the developmentof recommendations for tracking andreducing emissions.

To execute this order, a workgroupchaired by GSA has been formed.SmartWay representatives have beenactive in this workgroup, informing itsmembers about the SmartWay Part-nership as an existing program thatcan be utilized by federal agencies tofulfill the mandate.

As a result of these efforts, GSAFreight Management Services hasjoined the SmartWay Partnership. Thisgroup essentially acts as a third-partylogistics provider for other federalagencies and is now using SmartWaycriteria to procure transportation serv-ices for the agencies it serves. Smart-Way representatives are working toget the rest of the GSA, as well asother federal agencies, on board.

Independent of all this federal activ-ity, the non-profit American CleanSkies Foundation (ACSF) recently is-sued a report urging the federal gov-ernment to begin allocating its $150billion budget for transport services tocarriers that fuel their fleets on domes-tically-produced natural gas, electricity,biofuels and other alternatives todiesel and gasoline. The report claimsa switch of just 20% of the U.S. gov-ernment’s business to freight andpackage carriers using alternative fuelswould provide taxpayer savings up to$7 billion annually and approximately$25 billion by 2025.

The ACSF report also includes an en-dorsement and comprehensive de-scription of the SmartWay Partnershipand its success in decreasing fuel con-sumption and exhaust emissions. Indescribing the program, the report

states, “EPA’s SmartWay program aimsto create incentives to improve supply-chain fuel efficiency and thereby re-duce transportation-related emissions.SmartWay Transport Partners agree toassess their freight operations, calcu-late fuel consumption and emissionsand track these measures annually.SmartWay’s accounting tools andmethods are used by more than 2,900U.S. corporations, including almost allof the large truck carriers, all Class 1rail companies and many Fortune 500companies.”

To get shippers that handle govern-ment business on the right course,ACSF recommends that Washingtonsimply apply the same measurementand reporting tools developed by fed-eral agencies over the last two dec -ades to ratchet down petroleum useand harmful emissions associated withthe government’s own transportationfleet.

Warren Lavey, co-author of the re-port, said, “Most people are probablyunaware that the freight services thatare used by the government andmajor product suppliers provide a 30times larger opportunity for oil savingsand emissions reductions than the carsand trucks that the government ownsitself.”

Clearly, this move by the federal gov-ernment brings one of the country’slargest shippers, GSA Freight Manage-ment Services, to SmartWay members,creating an increased demand for theirservices. This situation will most cer-tainly grow as more federal agencies,led by the GSA workgroup, join theSmartWay Program. /

BY TOM GELINAS | EDITORIAL DIRECTOR

A new opportunity

A switch of just 20% of the U.S.

government’s businessto carriers using alternative fuelswould provide

taxpayer savings of up to $7

billion annually…

SmartWay



Using electronic media is an excel-lent way to focus on alternative

fuels and opportunities to supportsustainability initiatives.

“Our goal is to create a web experi-ence that puts current and prospec-tive customers in the driver’s seat ofthe total alternative fuel vehicle ex-perience,” said Jadine Starmer, webproduct manager at GE Capital FleetServices. “We continually strive toidentify ways to help our customerslook to greener solutions by use ofthe latest technologies and interac-tive tools.”

The company’s new eco-focusedwebsite (www.gefleet.com) providesaccess to its knowledge regarding al-ternative fuels and related sustain-able products. The site’s tools includean interactive Learning Center featur-ing an alternative fuel locator appand guides; resources and news fordrivers, fleet managers and busi-nesses; educational videos demon-strating the benefits of alternativefuel vehicles and infrastructure solu-tions, and access to GE’s Intelligaugetool, an online app that calculatescurrent and projected fuel costs andCO2 emissions.

GE Capital Fleet Services isn’t alonein its use of online tools to help cus-tomers achieve their environmentalgoals. Vehicle fleet managementservices company Automotive Re-sources International, for example,has consolidated information on itsbroad range of environmental-relatedservices under its EnviroFleet banner.At http://sustainability.arifleet.com,the company offers case studies, in-formation such as a Fuel ReductionStrategies White Paper, and detailson ARI’s Eco-Partners.

PHH Arval, the financial and man-agement services company for com-

mercial vehicle fleets, offers its com-prehensive PHH GreenFleet programfor fleets looking to meet their com-pany’s environmental goals and cutoperating costs. On its website atwww.phharval.com, for example, arepapers such as “Greenhouse GasManagement for Medium-Duty TruckFleets” and “Redefining Green: Bestpractices for reducing emissions andcosts.”

NAFA, the fleet management asso-ciation, provides an online gatewayfor all types of alternative fuel infor-

mation at its website, www.nafa.org.Included is NAFA’s Fuel ManagementGuide, which covers regional envi-ronmental policies and regulationsand remains up-to-date on alterna-tive fuels and emerging technology.NAFA also has partnered with the En-vironmental Defense Fund (EDF) todevelop a Greenhouse Gas Calcula-tor. Available on the association’swebsite, the tool is designed to helpfleets measure greenhouse gas emis-sions using fuel consumption data.

The NAFA site also links to websitesdetailing U.S. Department of Energyinitiatives that encourage or requirethe use of alternative fuels and vehi-cles, as well as other petroleum-re-duction measures for U.S. fleets.Those program websites can serve asvery helpful online resources.

Clean Cities, the government-indus-try partnership designed to supportlocal decisions to adopt practicesthat contribute to the reduction ofpetroleum consumption, provides avariety of tools at www.cleancities.en-ergy.gov.

Clean Cities also sponsors the Alter-native Fuels and Advanced VehiclesData Center (www.afdc.energy.gov),which contains information about al-ternative fuels and vehicles, hybrids,idle reduction and other topics. Thesite has a number of interactive tools,including the Alternative Fueling Sta-tion Locator, vehicle cost calculators,and a searchable database of trans-portation-related incentives and laws.Also sponsored in part by CleanCities is its website, www.FuelEcon-omy.gov, which allows fleets to findand compare vehicle fuel economyand emissions performance ratings.

Other online information sourcesavailable for fleets can be found atwww.eere.energy.gov. Included aredetails on federal fleet statutory re-quirements, executive orders andother policies related to alternativefuel use and petroleum-reduction, aswell as information for state and al-ternative fuel provider fleets, whichare required to acquire a percentageof alternative fuel vehicles each yearor reduce petroleum consumption.

For many medium- and light-dutyfleets, “going green” is an environ-mentally-conscious approach todoing business. In highly competitivemarkets, sustainability also is a criticalsuccess factor. Fleet managers facedwith meeting sustainability goalswithin tight budgetary constraintscan uncover opportunities to reduceemissions, boost efficiency and lowercosts using many of these evolvingonline resources. /

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Online resources

...‘going green’ is an environmentally-

conscious approach to doing business

Light -& Medium-Duty



Aleading warehouse distributorwith a passion for supplying

parts for decades to truck fleets ofall sizes has discovered still anotherway to “delight its customers.” With13 locations in three states (12 withservice bays) across the Midwest,Power Train Service, headquarteredin Indianapolis, has identified mobileservice as a way to expand its hori-zons and increase value-add to itscustomers.

“We want to be the person whothrows the box away,” said Lyle Bass,president of Power Train Service andindustry pioneer with the drive of a20-year-old. “We simply must delivermore than providing parts over thecounter or through our delivery fleet.So with our technicians in road serv-ice trucks, we’re able to take ourparts, customer service and technicalabilities to the street.”

It’s what Bass and his businesspartner, Joe Leffel, call “horizontalintegration.” Many WDs offer serv-ice bays to install the parts they sell.

But Power Train wanted a more ag-gressive approach. Through thegrowth of acquiring two independ-ent service garages (ISGs), PowerTrain now offers 73 service bays withroughly $16 million in parts inven-tory throughout Ohio, Indiana andKentucky.

Power Train’s Bass points out, “Ourtechnicians and shop managers hearthe positive customer feedback, andwe’re able to measure satisfaction,manage inventories and know ouroperating income per bay. With CSAand possible on-road citations, weknow fleet customers can’t risk OOScitations and can’t wait in long linesat dealerships for repairs.”

In Oct. 2010, Power Train acquiredTruckers 24 Hr. Road Service, an In-dianapolis-based independent serv-ice garage with six mobile servicetrucks covering Indianapolis, Ft.Wayne and Terre Haute, Ind., plus a24-hour service shop in Indianapolis.

And recently, Power Train madeanother acquisition: C. Colyer &Son’s Truck Service in Cincinnati,Ohio, which operates 23 servicebays in three locations and will con-tinue to market itself under the samename.

“This acquisition makes us one ofthe largest privately-owned net-works (service and parts) in the after-market truck parts and serviceindustry,” said Bass, who cites serv-ices as the fastest growing elementin the truck aftermarket.

Each service truck costs PowerTrain about $60,000 plus $15,000 inparts inventory. “We don’t tow; weknow how to fix it, and we get themhome safely,” summarized Bass.

30% of a service technician’s time isspent working on safety and training.

“We focus on the safety of these ve-hicles and train repeatedly on how toapproach a down truck, how to navi-gate around the truck safely, how touse signs and lights, and to park infront of the customer vehicle,” saidBass, whose company regularly up-dates technicians on new technolo-gies.

Aside from addressing a serviceshortage, Bass also recognizesthere’s a distinct shortage of counterpersonnel and technicians.

“There aren’t many schools devel-oping and training these individu-als,” he said, “and it takes five yearsto develop counter personnel inter-nally—to truly understand the dy-namics and breadth of product lines.Younger counter personnel have noproblems with computers and tech-nology, while experienced counterpersonnel use catalogs and have fa-miliarity with the new methods.”

Sharp technicians are somewhat likeyoung lions, and are more apt tolearn computers and electronics. “Wemust move them up quickly on salaryor they’ll jump for $5 to $6 more perhour,” he said. “Power Train uses IvyTech and Lincoln Technical Institute toidentify new technicians.

“We watch closely what’s happen-ing, and there’ll be a new wrinkle...away we can add value and servicefor our customers,” noted Bass.Soon, Power Train will operate itsmobile service trucks with integratedmobile workstations “to eliminateany issues of parts inventory on eachof the trucks,” he added.

Investing in keeping an entireworkforce trained and up to speedon equipment, best practices andnew regulations is an essential partof doing business. /

BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Distributor adds value withmobile service

‘We don’t tow; we know how

to fix it, and we get them home

safely…’—Bass

Service & Support



When it comes to tires, what doyou need to consider to im-

prove profitability? A main factor isthe price of new tires. Most suppliersof tier 1 and 2 radials have imple-mented no fewer than seven pricehikes in the past 30 months, raisingtire prices approximately 35% to 45%.

Tires, traditionally the second high-est non-labor operating expense,should be viewed as assets to be ac-tively managed over their life cycle,versus mere “expense” items—a factthat should be firmly ingrainedthroughout your maintenance organi-zation, including outsourced vendors.

Quality retreading must be a prior-ity and should represent an increas-ing percentage of tire usage on yourrolling stock. Therefore, maintainingcasing integrity for the longest possi-ble time is essential. The first line ofdefense is maintaining proper infla-tion pressures.

Since trailer tires are the most punc-ture-prone wheel positions (with stiffpenalties imposed for under-inflatedtires and flats by the new CSA rules),automatic tire inflation systems (ATIS)should be considered on all newhighway trailers, even those that are“married” and/or return home daily.

ATIS are now generally proven, reli-able, deliver positive ROIs, and ad-dress an issue the industry hasstruggled with for many years. Forpower units, Tire pressure monitoringsystems (TPMS) have evolved into asecond generation. A number ofbrands now offer reliable visual andwireless communication options thatcan assist in maintaining target infla-tions while the industry awaits the ul-timate solution of ATIS for steer anddrive axles. Just as important isprompt repair of over-the-road punc-

tures. This includes those beingmaintained by ATIS, to ensure thatneither moisture nor excessive infla-tion enters the casing structure,which leads to separation and prema-ture casing removal or higher returnas received (RAR) rates, when a cas-ing is rejected for retread. The soonerproper puncture repairs are made,the longer casing life will be ex-tended. Importantly, repair technol-ogy, guidelines for technicians, andrepair materials also have evolved.

The Technology and MaintenanceCouncil (TMC) recently updatedmany Recommended Practices (RPs),which should be referenced for up-dating your tire shop practices and

communicated to your off-site androad service providers. I suggest thatyou especially review new processesfor tread shoulder area repairs andmake certain that anyone repairingyour casings is updated.

With this background, the next im-portant consideration is what to useas the inflation medium. The primaryrecommendation from all major radialtruck tire manufacturers is clean, dryair from a source that delivers ade-quate volume at approximately 120PSI. You may want to check with yourtire supplier before signing up for anitrogen program. Although nitrogenis widely used in race, earthmover

and aircraft tires, major manufacturerscaution that highway truck applica-tions may be hard-pressed to providea payback or deliver any performanceimprovement. There are two primaryreasons: first, we now have vastly im-proved truck tire original treadlife andcasing durability; and second, basicair is already 79% nitrogen.

Don’t overlook good shop prac-tices. Every shop must have a cali-brated master gauge to allowtechnicians to check their personal in-flation measuring equipment. This isincreasingly important to ensure thatTPMS and ATIS units are correctly in-stalled and calibrated.

Hand gauges are notoriously vulner-

able to inaccuracies from dropping orsimilar non-visible abuse. Variationsof 10 to15 PSI are not uncommon.Also, inflation air sources should beequipped with a primary dryer closeto the compressor and a secondarydryer downstream, close to the infla-tion take-off point.

Tire inflation lines must be separatefrom air sources used for tools, sothat no oil or other lubricants enterthe tire casing interior. Clean, dry airis the preferred inflation medium,and proper maintenance is now moreimportant than ever with the high tireprices and potential long casing lifeof modern radials. /

BY ASA SHARP | CONTRIBUTING EDITOR

Inflated values, airing for returns

Proper maintenance is now more important than ever...

Tires & Wheels



I’ve said before that one of the bestlearning opportunities available can

be found at a trade show. For fleettraining managers, the challenge is asmuch about knowing what’s aroundthe next bend as it is finding the righttraining solutions for your operation.

Getting out of the shop and seeingwhat’s going on around you not onlyprovides a new perspective—it alsocan give you some new ideas. I’venever left an industry training eventwithout one or two nuggets of infor-mation that make the trip worth-while. You can find these nuggets ifyou know where to look. As it hap-pens, I have a suggestion.

Heavy Duty Aftermarket Week isscheduled for Jan. 21-24, 2013 atthe Mirage in Las Vegas. This year,something new has been added tothe show. It’s called SOLD—ServiceOpportunity and Learning Day—andwas specifically created to providefocused information and educationon industry trends, new technologiesand more for anyone involved inheavy-duty service.

SOLD is one more indication of thegrowing importance of the serviceend of the business. I’ve been in-vited to moderate a panel discussiontitled “Service Readiness: The Shopof the Future” on Monday, Jan. 21.It’s a 90-minute session describingwhat the shop of the future will looklike. If you want to learn about thenext generation of trucks and trailersand get a heads-up on what you’llneed to know to service them, I en-courage you to stop by. We’ll belooking at the types of repairs yourfleet will likely be undertaking, alongwith the investment in tools, equip-ment, parts, materials, personnel,training and just about everything

else you’ll need to meet the chal-lenge.

The panelists scheduled to sharetheir thoughts, insight and advice areCharlie Gorman from the Tool &Equipment Institute, on develop-ments on the diagnostic front; DaveMilne, president of the AutomotiveTraining Managers Council, on inno-vative training technologies, andDarry Stuart of DWS Fleet Manage-ment Services, who will be coveringCNG and LNG issues involving train-ing, safety and service. I think you’llfind all of them both engaging andenlightening.

There’s more, of course. Other ses-sions will cover topics on the HeavyDuty Aftermarket Service Outlook,recent advances in suspension tech-nology and how to service these newsystems, and a look at Key Perform-ance Indicators (KPIs) and measura-ble management to help managersbetter understand their businesses’performance. And that’s just theSOLD portion of the show. You’ll alsofind a revelation or two in the prod-uct expo and other events. In short,it’s a chance to see what’s coming tohelp better plan your training needsto keep your fleet operation aheadof the curve.

Making these investments in timeand travel is just as important forfleet training managers as it is foranyone tasked with making the rightdecisions to maximize increasinglyscarce resources. Training is a con-tact sport, and in my humble opin-ion, it’s not just about your technicalstaff.

If you make the trip, stop by theASE booth and say “Hi!” I just mayhave a nugget or two of my own toshare. /

Focus on the future

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4301

4

Training Techniques

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS



It wasn’t so long ago that enginecoolant (antifreeze) was available in a

standard inorganic acid technology (IAT)formulation that was blue-green in colorand appropriate for all engine makesand models. However, in an effort to re-duce maintenance and environmental

disposal costs, as well as vehicle down-time, antifreeze manufacturers devel-oped a variety of long life coolants (LLC)or extended life (ELC) coolants.

These formulations include organicacid technology (OAT), hybrid organicacid technology (HOAT), nitrated or-

ganic acid technology (NOAT) and ni-trite, amine, phosphate, silicate free(NAPS)—with change intervals startingat five years or 300,000 miles in com-parison to the two-year/150,000-milelife of traditional IAT coolant.

In addition, coolants are available in avariety of colors, including green, or-ange, red, pink, blue and colorless,which can cause confusion for both vehi-cle owners and professional service tech.Proper understanding of coolant typesand adherence to vehicle manufacturers’requirements are essential to ensuringthat antifreeze effectively maintains en-gine temperature and helps protect thecooling system from rust and corrosion.

Paul Bandoly, manager of technicalservices and customer training for WixFilters, offers the following tips on how toeffectively maintain cooling systems andensure optimum vehicle performance:

• Don’t judge a coolant by its color.Color does not indicate coolant type. Infact, incompatible coolants could ap-pear to be the same color.

• Ensure accurate coolant concentra-tion. Coolant should be tested regu-larly to check its freeze protectioncapabilities. In order to effectivelymaintain engine temperature, coolantmust be correctly diluted—usually in a50/50 mixture with acceptable water.A mixture of more than 60% or lessthan 40% antifreeze is not recom-mended. Familiarity with differentcoolant chemistries and total coolingsystem capacities is essential in orderto avoid over-dilution or over-satura-tion of the coolant in the mixture,which can lead to system over-heating,incorrect freeze protection levels andperformance issues with other coolingsystem components.

Techs can use coolant test strips andrefractometers to determine the con-centration ratio of coolant to water,and coolant analysis kits to submitfluid samples to laboratories, Bandolyadded.

For more information and helpfultips, visit www.wixfilters.com. /

Timely TipsR

apid

Res

pon

se: 8

00-9

30-7

204

ext.

4301

6

Don’t judge a coolant by its color



It was probably no surprise to anyone in thetrucking business when the U.S. Department

of Energy announced in mid-September the10th consecutive weekly rise in the price ofdiesel fuel. The cost of trucking’s primary fuel,now above $4 per gallon for the first time inthree months, had risen more than 48 centsper gallon in 10 weeks and was at its highestpoint since mid-April.

For fleets, the need to manage fuel use andcosts has never been more critical. At thesame time, information management solu-tions have never before provided such an op-portunity to address that challenge.

One fuel cost issue facing many truckloadcarriers is the need for a method to accu-rately analyze fuel surcharges. At deBoerTransportation, which operates 450 tractors,this issue came to light when shippersbegan demanding that surcharges onlycover the actual cost of fuel used whentransporting a shipment. Additionally, eachcustomer had its own understanding ofwhat those costs would include, creatingvariable and inconsistent fuel surchargeschedules for the carrier to manage.

“There was nothing consistent about theprocess,” related Roger Placzek, vice presi-dent of sales and pricing at deBoer. “Forevery customer, we were calculating fuel sur-charges manually to make sure the chargescovered only the cost of fuel. Without a toolfor managing this accurately and consistently,the freight rate had to absorb more of thecost because the fuel surcharge didn’t coverthe cost of fuel for a shipment. That couldmean turning a profit into a loss.”

deBoer, which has been utilizing the Truck-load Cost Information System (TL/CIS) fromTransportation Costing Group (TCG) since2005, turned to TCG’s Fuel Surcharge andFuel Cost Analysis reporting capabilities to re-solve the issue. Today the carrier has in placea means of determining fuel costs for everyload based on a number of factors, includingtotal, loaded, empty and out of route mileage,the cost of fuel in specific markets, and specialservices.

The TCG program enables deBoer to createunique fuel cost profiles for customers, andevaluate fuel surcharges in particular lanes.While deBoer’s customers now agree with thefuel surcharges because the carrier can pro-vide a consistent and accurate analysis ofthose costs, the data also indicates if non-compensated miles are impacting the profitmargin on each individual haul.

Technology also can address the challengeof accurately auditing fuel used in vehicles.The Blue Tree Systems Fuel Auditor, from theprovider of the R:COM Fleet ManagementSolution, has been successfully evaluated byTransAm in its 1,400-truck fleet, and is nowavailable from the company.

Fuel Auditor uses fuel usage data providedby R:COM to compare the amount of fuelused by each truck to the amount purchased.Fuel purchase data can be imported fromelectronic fuel cards, on-site pumps, or typedin manually from receipts. Any discrepancies,including an exact time window and location,are immediately highlighted. Fuel Auditor alsoconstantly monitors fuel tank levels to detectfills and extractions, and has the ability to mapthe location of a fuel level change.

Accurate fuel usage data also enables smartpurchasing decisions. Solutions like IDSC Ex-pertFuel from TMW Systems, for example,combine optimization algorithms with routingtechnology and daily diesel fuel pricing toprovide options to reduce fuel costs. Includedare automatically sending fueling plans androutes to drivers and monitoring compliance,as well as leveraging buying power for betterdiscounts from fuel providers.

David Freymiller, president and CEO ofFreymiller Inc., invested in IDSC ExpertFuel tohelp manage fuel expenses for approximately300 trucks. Freymiller now reports very sub-stantial savings on a regular basis from its use.“We thought we did a pretty good job man-aging fuel costs, but you don’t know until youthe see the difference,” he says. “There is al-ways room for improvement, and you cannever be satisfied that you are doing enoughin this business.” /

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

IT For Asset ManagementHow fleets are leveraging information technology to streamline the business process and increase efficiencies

Making a difference

Fuel use and

purchasing

management

systems can

help carriers

keep rising

costs in check



Information technology industry newsIT Report

Recently, Trimble Navigation an-nounced it had entered into an

agreement to acquire 100% of the out-standing stock of TMW Systems, amove that not only broadens Trimble’smarket capabilities, but also providesexpanded industry and global oppor-tunities for TMW Systems.

Trimble applies technology geared to-ward managing field and mobile work-ers in businesses and government, withsolutions focused on applications requir-ing position or location, such as: con-struction, agriculture, field service, fleetand asset management, public safetyand mapping. In addition to utilizingpositioning technologies like GPS,lasers and optics, Trimble solutions mayinclude software content specific to theneeds of the user. Wireless technologies

are utilized to deliver the solution to theuser and to ensure a tight coupling ofthe field and the back office.

The fit between the two companies iscentered on TMW’s transportation man-agement software and asset mainte-nance solutions platforms, both servingas a central hub for transportation andmaintenance operations for fleets. Thecompany’s software capability spans theentire surface transportation lifecycle,delivering visibility, control and decisionsupport for the intricate relationshipsand complex processes involved in themovement of freight. TMW’s solutionsaddress every aspect of for-hire andnot-for-hire, asset and non-asset basedoperations. Customers include for-hirefleets, brokers, 3PLs and private fleets,along with heavy-duty vehicle service

centers. The company’s enterprise soft-ware currently integrates with Trimble’sPeopleNet in-cab mobile communica-tions solutions on many fleets; whencombined, the technologies will jointlyserve more than 3,000 fleets around theworld.

According to David Wangler, presi-dent and CEO of TMW Systems, “Manyof the markets currently served by Trim-ble are markets that we have thought ofentering. With the completion of theTrimble acquisition, we will have theright sales channels to do that. The ac-quisition gives us access to new chan-nels in which to expand sales of ourcurrent and future technologies.

Wangler went on to suggest that theunfolding convergence between privatefleets, third-party logistics (3PLs), bro-kers and for-hire fleets echoes the com-pany’s plans for enhanced 3PLtransportation planning, includingmode selection and multi-tier networkoptimization capabilities to meet cus-tomer needs. “We are seeing traditionalnon-asset based 3PLs adding fleets toserve key customers and for-hire asset-based carriers adding 3PL services to di-versify their business. Both situationsrequire transportation companies to de-ploy new technologies to optimally plancustomers’ freight and manage theirasset operations. We are working withfor-hire and private fleets to be the onevendor that meets all of their logisticsplanning and operational needs,” Wan-gler said, noting that as fleets add logis-tics services and expand their modalcapabilities, they will need help inte-grating those operations, which hiscompany is ready to provide.

“We will continue with our currentstrategy and operate as we have in thepast and we will continue to meet theneeds of our markets for integrationwith a broad range of mobile resourcemanagement (MRM) providers likeQualcomm and PeopleNet, our newsister company under Trimble owner-ship.” /

Poised to meet expanding IT needsBY CAROL BIRKLAND | EDITOR-IN-CHIEF

Rap

id R

esp

onse

: 800

-930

-720

4 ex

t. 43

020



As New York’s famous TimesSquare Ball drops at midnight, a

global audience of more than 1 bil-lion will watch New Yorkers ring in theNew Year. For truckers and fleetsacross the United States, Canada andMexico, the New Year also will bringin healthy fines should they cross intoCalifornia without SmartWay-verifiedaerodynamic devices, like side skirtsor boat tail fairings, that improve fueleconomy 4% to 5% on their 53-ft. orlonger box and refrigerated trailers,and low rolling resistance tires thatimprove fuel efficiency even more.(SmartWay-verified tires cannot beused to help meet the 4% to 5% re-quirement, but will add an additional3% improvement for both the tractorand trailer. SmartWay-verified tireswon’t be required on 2010 and olderbox trailers until January 2017.)

“The clock is ticking for compli-ance,” said Randy Rhondeau, air pol-lution specialist for California’s AirResources Board (CARB). “Fleets andowner-operators who travel into Cali-fornia must have aerodynamic de-vices, unless they registered withCARB on a phase-in option (whichprovides an alternate complianceschedule). If you’re pulled over fornon-compliance, the owner of thetractor/trailer can be cited $1,000 perday. The driver of the tractor/trailer isnot off the hook either—that personcan be fined $1,000 a day as well.Fines can increase to $10,000 perday for egregious, repeat offenders.”

Rhondeau said ignorance is notbliss. “Information has been outthere for quite some time, so if some-one comes in and pleads ignorance,it’s not going to hold water. If wecatch violators, they’re getting a cita-tion.”

According to Sean Graham, presi-dent of Freight Wing, makers ofSmartWay-verified trailer side skirtsand gap fairings, the CARB deadlinehas resulted in a dash for compliance.“We’re fielding a lot of calls askingabout what’s needed; and we’reworking with fleets and owner-opera-tors getting them set up with skirts,”he said. “One thing we recommendto all those needing trailer side skirtsis to do your homework. There areseveral on the market, but don’t just

go out and purchase any model soyou’ll be compliant. Research what isbest for your operation.

Graham said that all SmartWay-verified skirts will allow you to passthrough California, “but you reallyneed to look at skirts that will pass

the test of time. Durability is thenumber one issue—you don’t wantto learn the hard way and repurchaseside skirts again in a year. FreightWing skirts, for example, are made ofan industrial strength plastic that canbounce back to its original shapeafter an impact, plus a mounting sys-tem that lets them take side andfrontal hits—such as going up ordown a loading dock— without dam-age.”

For fleets behind the eight ball andneeding numerous trailers outfittedbefore the deadline, Graham saidFreight Wing has put together mo-bile installation teams to help cus-tomers with fitments. “We’ve foundthat it’s a great service to fleets thatdon’t have the manpower to self in-

stall,” he said. “For the do-it-your-selfer, it takes four to five man hoursfor an installation. But, like with any-thing, the more you do it, the fasterthey can be mounted and our teamscan efficiently help fleets with theprocess.”

‘If you’re pulled over for non-compliance,the owner of the tractor/trailer can be

cited $1,000 per day.’—Rhondeau.

TOPICSTrailer

Tick Tock: Time running out for CARB compliance on trailer aerodynamics


While the CARB mandate mightseem to be heavy-handed govern-ment at work, Graham said in thiscase in particular, aerodynamic fair-ings on trailers have a very fast pay-back. “We’ve worked with many largefleets that have documented real-world fuel savings of up to 4% withour skirts,” he said. “In testing at sus-tained speeds, our SAE testing hasshown up to a 7% improvement. Ifyou do the math, our skirts can havea payback in as little as 35,000 milesof trailer utilization. It’s one of thefastest paybacks in the trucking in-dustry.”

According to Rhondeau, owners,drivers, fleet operators, California-based brokers, California-based ship-pers and motor carriers should beaware of all the rules.

CARB will allow a one-time per fleetper year (one tractor) exemption intothe state for a trucking company orowner-operator, but the request mustbe in to CARB via an email or writtenrequest and approved before enter-ing California.

In addition, if registered with CARB,local haul 53-ft. trailers are exemptfrom the aerodynamic requirementsof the rule, but they must not go be-yond 100 mi. from their home base.

Empty trailers also are exempt.Short haul tractors and the trailersthey pull are exempt, but the tractormust be entered into CARB’s data-base and tractor mileage must be50,000 mi. or lower per year, Rhondeau added. /

Information at…ARB website: www.arb.ca.govARB Truck Stop on the website: http://www.arb.ca.gov/msprog/truckstop/questions.php?page=dieselARB Greenhouse Gas Tractor-Trailer Program:

http://www.arb.ca.gov/cc/hdghg/hdghg.htmDiesel Program Hotline: 1-866-6Diesel (1-866-634-3735) or Email: [email protected] for any CARB diesel

program-related questions.

Rap

id R

esp

onse

: 800

-930

-720

4 ex

t. 43

024



The American Transportation ResearchInstitute (ATRI) recently released thefindings of its 2012 update to “An Analy-sis of the Operational Costs of Trucking.”The research, which identifies truckingcosts from 2008 to 2011 derived directlyfrom fleet operations, provides carrierswith an important high-level benchmark-ing tool and government agencies withreal world data for future infrastructureimprovement analyses. The average mar-ginal cost per mile for 2011 was $1.71,the highest of the four years studied.After a sharp decline in fuel prices re-sulted in decreased industry costs be-tween 2008 and 2009, industry costshave steadily risen through 2010 and2011. Fuel and driver wages (excludingbenefits) continued to be the largest costsfor carriers, together constituting 62% ofthe average operating cost in 2011.

“Accurate, up-to-date operational costsare essential for our industry. Given thecurrent economic climate, the more finan-cial data carriers have to analyze, themore opportunities there are to improveoperations,” commented Chad England,chief operating officer of C.R. England Inc.and a member of ATRI’s Research Advi-sory Committee. A copy of this report isavailable from ATRI at www.atri-online.org.

Trailer orders improve in August,but still lackluster

Net orders for trailers improved in Au-gust, rising to 15,370 units. ApplyingAugust’s seasonal factor brought theorder total to 18,200 units. This updateon industry performance was reportedin the latest “State of the Industry: U.S.Trailers” published by ACT Research Co.

“Looked at through a seasonal lens,

August’s volume was the best sinceApril,” said Frank Maly, director of CVTransportation with ACT Research.“While improved, annualizing August’sseasonally adjusted order volume gener-ated a lackluster 219,000 annualizedrate of order intake. Orders on a sea-sonal basis below the build trend is anindication of fleets’ unwillingness to ex-pand investment when the outlook isparticularly opaque. Orders typicallyoccur below the rate of build in Q3. Com-bined with slower economic activity andrising uncertainty, orders are expectedto remain soft into Q4.”

ACT is a publisher of new and usedcommercial vehicle (CV) industry data,market analysis and forecasting serv-ices for the North American market, aswell as the U.S. tractor-trailer marketand the China CV market. For more in-formation, visit www.actresearch.net.

Labelmaster releases expandedGHS reference tool

Labelmaster, a manufacturer and distrib-utor of regulatory compliance products,has released an expanded version of itsGHS reference tool. The new 16-page GHSProduct Guide features a complete line oftraining materials, labels, pictograms, minipictograms, custom labels, printer, printeraccessories, SDS binders and software tohelp customers meet the revised OSHAHazard Communication Standard (HCS).To receive the guide, call 800-621-5808, fax800-723-4327 or email [email protected].

Brenntag North America expandsDEF infrastructure

Brenntag said it continues to expand itsNorth American DEF infrastructure by in-stalling bulk diesel exhaust fluid tanks atsix additional facilities: Phoenix, Ariz., LosAngeles, Calif., Indianapolis, Ind., Portland,Ore., and Dallas and San Antonio, Texas.With the new locations, the company said ithas added over 180,000 gallons of bulk DEFstorage. These facilities feature high-speedrail off-loading stations, customer “fill & go”loading racks, and dedicated bulk DEF tanktruck deliveries.

NewsIndustry

Trucking operational costs continue to rise

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4302

6

Daimler positioned for globalmarkets

Daimler continues to invest in global pro-duction. Recently, at the Internationale Au-tomobil-Ausstellung (IAA) truck show inHannover, Germany, Andreas Renschler,member of the Board of Management ofDaimler AG, said, “We invested heavily innew technology platforms. We prepared thelaunch of new brands in growth markets.We laid the foundation for new productgenerations. In short, everyone at Daimlerhas been working overtime to get ourstrategic projects on the road.”

Renschler talked about the expandingglobal market and Daimler’s strategieswithin it. He noted that in North America,both van and truck demand is set for dou-ble-digit growth in 2012. “Our sales reflectthat. August was our biggest month interms of retail sales in over five years.”

He went on to describe the company’sproduction and sales initiatives, includingin Brazil, Russia, India, China, North andSouth America and Europe. “For years, wesaid it’s all about ‘Trucks for the World,’and today, we’ve got tailor-made productson the shelf for our markets.”

Renschler pointed out it took the com-pany two decades to set up a global foot-print, but that thanks to those efforts,production is more efficient and flexiblethan ever, with the building of commonproduct platforms and modules.

Daimler debuts Active Brake Assist 3

At the recent Internationale Automobil-Ausstellung (IAA) truck show in Hannover,Germany, Daimler AG introduced the nextevolution of its Active Brake Assist emer-gency braking systems for commercial ve-hicles. The Active Brake Assist emergencybraking system in commercial vehicles isbased on the radar system used in Telligentproximity control. It uses the proximitycontrol system’s three radar antennae todetect moving obstacles in front of the ve-hicle, and continuously monitors the speeddifferential between the two vehicles.

The first generation of the radar systemhad a range of 150 meters in the laneahead of the vehicle. This radar technologyallows the Active Brake Assist system tooperate whatever the weather or lightingconditions, the company said.

www.FleetEquipmentMag.com 27


IAA ShowNews

If the system identifies an accident thatcannot be averted if the situation on theroad remains unchanged, the driver isfirst alerted visually by an illuminated redtriangle and acoustically by a warning sig-nal. This is followed by a gentle brakingforce. If the driver fails to react, the sys-tem initiates emergency braking.

The third generation of the emergencybraking system now automatically initiatesemergency braking in response to station-ary obstacles. This means that in additionto lessening the damage caused by head-oncollisions, it can also prevent them entirelydepending on the speed being driven—yetanother milestone in truck safety develop-ment, the maker added.

The systems will be available in the Mer-cedes-Benz Actros and Antos from the endof 2012.

According to Georg Weiberg, head oftruck product engineering for DaimlerTrucks, “There is a telematics componentto the system that sends messages back tothe fleet manager, which means fleets havebetter fatigue management capabilities.”While this system will be made available toMercedes-Benz commercial trucks in Eu-rope later this year, the time frame for thistechnology to be available in FreightlinerClass 8, Cascadia and Western Star long-haul trucks has yet to be determined,Weiberg added.

Dana launches line of reducedweight driveshafts and TPM Concept for line-haul tractors

Dana Holding Corp. unveiled theSpicer Formed Aluminum Tube Drive-shaft at IAA Commercial Vehicles 2012.Designed for SUVs, medium-sized pick-ups, and light commercial vehicles up toClass 6, the Spicer Formed AluminumTube Driveshaft offers manufacturers asingle-piece assembly that delivers re-


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4302

8

Aerodynamic Truck & Trailer launched in EuropeDaimler recently launched its “Aerodynamics Truck & Trailer”

initiative. According to the truck maker, engineers researchedthe aerodynamics of current vehicle concepts and then devel-oped two innovative—yet practical—solutions. Last year, thetractor/trailer combination was a spectacular design study; thisyear it is already a reality: with the new Mercedes-Benz Aero-dynamics trailer, a long-haul tractor unit can save approxi-mately 528 gal. of diesel annually, saving its operator nearly$3,858, according to the company. At the same time, the envi-ronment is spared more than 11,023 lbs. of CO2 emissionseach year.

IAA ShowNews


duced weight and increased assemblyclearance when compared to a tradi-tional two-piece steel driveshaft.

Available in the summer of 2013 as anoption for SpicerLife Seriesdrive-shafts inNorth America, the Spicer Formed Alu-minum Tube Driveshaft weighs up to25% less than two-piece steel assem-

blies, and it reduces cab noise and vi-bration.

“With more than a century of drive-shaft innovations, Dana offers a com-plete range of

technologically-ad-vanced products that provide industry-leading efficiency, reliability andperformance,” said Pat D’Eramo, presi-dent of commercial vehicle drivetrain

technologies at Dana. “The SpicerFormed Aluminum Tube Driveshaft isthe latest innovation from Dana to de-

liver the premium benefitsdemanded by buyers oflight commercial vehicles.”

In addition, Dana intro-duced tire pressure management tech-nology optimized for line-haul tractors,the first internal axle system of its kindfor powered commercial vehicles. Cur-rently undergoing initial road testing oncommercial tractors, these conceptshave been engineered to automaticallymaintain proper inflation for drive andsteer axles, significantly increasing ve-hicle fuel efficiency and reducing main-tenance, the company said. Dana’s tirepressure management technology forline-haul vehicles automatically initi-ates periodic system and pressurechecks while driving, eliminating thetime drivers would otherwise spendchecking tire pressure at stops. Asneeded, it inflates tires to the optimumpressure and can equalize pressure inall tractor tires, minimizing tire drag-ging and premature wear.

A closed design isolates the tires, pre-venting a hose failure or tire puncturefrom affecting the other tires, Danaadded.

Daimler powertrain strategyAccording to Stefan E. Buchner, head of

global powertrain, procurement and manu-facturing engineering, trucks, Daimler en-gines, transmissions and axles are thedriving force behind the company’s suc-cessful strategy. He says the Daimler pow-ertrain offers the perfect combination,

noting the company has set up a newglobal powertrain business, which is crossfunctional, combining purchasing and pro-


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4303

0

IAA ShowNews


duction strategies to meet the company’sobjective to produce a global platform,which provides an integrated powertrainfor all of the markets it serves.

Buchner went on to say that for the up-coming U.S. Greenhouse Gas 2014(GHG14) emissions initiative, the inte-grated powertrain option offered by Daim-ler Trucks North America would helpvehicles meet the standards. “We are con-vinced that our integrated powertrain

will help achieve the emission goals be-cause as an OEM, we can integrate theengine, transmission and axle with ourproprietary software data for optimumresults.” Buchner added that the esti-mated goal for Daimler component sales inthe U.S. is 85% for engine, 60% for frontaxle, 40% for rear axle and long-rangegoal of 15% for transmissions.

Thermo King unveils new reefersolutions

Thermo King said it has extended its T-

Series platform of self-powered truck tem-perature control systems by adding the T-500R single-temperature nose-mountrefrigeration unit. A mini-sized unit thatdelivers maximum performance, the T-500R meets industry needs for a lighter-weight unit with greater fuel efficiency,increased capacity, a lower lifecycle costand greater sustainability in truck boxesless than 18 ft. long.

According to the company, it consumesup to 12% less fuel, while significantlylowering carbon dioxide (CO2) emissions,and provides a 27% increase in operatingefficiency at fresh Agreement for Perish-able Transport (ATP) conditions.

In addition, Thermo King has show-cased upcoming developments on its CryoTech transport refrigeration systemwith a next-generation concept unit. Theconcept unit expands on the availablerange of proven solutions and patentedcooling technology by further increasingefficiency, lowering maintenance costsand reducing environmental impact.

The company added the concept unitalso will offer precise temperature con-trol and telematics integration capabili-ties, providing maximum load protectionand customer peace of mind.

According to Thermo King, the Cry-oTech unit will feature the new ThermoKing SR-3 controller, which provides ex-tremely fine single and multi-tempera-ture control of up to three zones,improving temperature control up to50% over existing CryoTech systems. Theunit will also feature the proven, easy-to-use interface and displays already avail-able on the SLXe and T-Series ranges.

The company currently offers the CryoTech CT-10, CT-10 Spectrum and CT-15 Spectrum systems for single andmulti-temperature truck and trailer appli-cations. Because they are powerful, reli-able and exceptionally quiet, CryoTechsystems are ideal for urban distribution,the maker said.

Thermo King also has introduced thenew V-Series Spectrum solutions, whichthe company said increase distributionefficiency and flexibility by allowinghighly efficient, multi-temperature trans-port. The V-200 Max Spectrum unit andthe V-300 Max Spectrum represent thelatest additions to the Thermo King vehi-cle-powered V-Series range, the companyadded. /


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4303

2

IAA ShowNews



“The latest hub and wheel end technologies for steer, drive and trailer axlesoffer fleets complexity reductions, maintainability increases, and overall

total cost of ownership savings,” says Steve Slesinski, director of global productplanning for Dana. “Fleets should look to industry-proven systems to increase reli-ability and reduce downtime.”

Leslie Kern, product development manager, heavy duty, at SKF USA Inc., whichalso markets CR wheel seal products, describes the three main types of wheelends available today. Included are Unitized, a non-serviceable, greased design;PreSet, a serviceable unit with pre-adjusted bearings; and manually-adjusted bear-ing hub assemblies.

“Fleets should consider the cost of ownership versus cost of operation whenmaking hub choices,” Kern says. “The cost per wheel end may be higher for Unit-ized or PreSet configurations, but Unitized hubs only require regular inspection, asall types of hubs do. Fleets can expect extended service life with a factory assem-bled and sealed hub assembly.

“The least expensive hub type in terms of acquisition cost is a manually adjustedhub,” Kern continues. “This may be a good choice based on the length of timethe vehicle will be owned, but the cost of operation can go up due to shorter serv-ice intervals. In addition, a wheel end that has been serviced adds more variablesinto life expectancy because variances in end play can shorten optimum wheelend life.”

Exceptionally easyPreSet hub assemblies typically provide good service life and can usually be re-

furbished to OEM condition. “The old design, used in the commercial vehicle mar-ket prior to 2000 with inner and outer bearings with oil bath seals, has largely been

Choose the

options that

increase

reliability and

reduce

downtime

After(market)BeforeBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Hubs & wheel Stemco wheel end products

ends


Alignment SolutionsBee Line Co.LC7500 Laser Guided Computer Wheel AlignmentSystem

The all-new LC7500 computer alignment systemincorporates a 32-in. HD TV monitor. The system’ssoftware screens have been redesigned to maxi-mize font size for ease of viewing and drop-downmenus make it easier to navigate. Fewer movingparts in the laser assembly eliminate loss of accu-racy and the need for repair. The system also fea-tures target board sensors and processors thatoperate at 88MHZ vs. 4.5 MHz in past systems,along with a hardware driven design that allows for quick calculations and pre-cise laser positioning. The unit’s Laser Line Generator has 200 sensors per inch.

www.beeline-co.com

Greg Smith Equipment Atlas Edge 801 BlueTooth Heavy Duty Truck Alignment System

Customized for all truck axle configurations,the Atlas 801 truck alignment system fea-tures BlueTooth wireless data transmissionand the FastClamp system that fastens to the wheelby gripping the tire. Only four color-coded buttonsoperate the Atlas 801, and each sensor head has thefour-button control panel so the system can be oper-ated from the closest sensor. To update software and diag-nose issues, the Internet-based TeamViewer allows an alignment systemservice technician to take control of the Atlas 801 and correct issues remotely.

www.gregsmithequipment.com

HunterWinAlign HD

Hunter’s heavy-duty alignment systemincorporates WinAlign HD alignmentsoftware to deliver procedures and in-structions to technicians on over 60heavy-duty axle configurations. The soft-ware also includes an extensive databaseof specifications supplied by heavy-dutyvehicle manufacturers. WinAlign HD auto-matically calculates and displays all align-ment measurements in a color-codedformat to show angles that are out of specification.

New DSP506T heavy-duty wheel sensors from Hunter provide instantaneousdata transfer with the alignment system. Optional cordless models use XF-Radio technology to provide high-speed communication without cables con-necting the sensors to the console.

The optional ShopResults.net Internet-based feature of the Hunter systemcommunicates alignment results to fleet managers, stores alignment records,and produces management reports. ShopResults.net works off a secure webserver.

www.hunter.com

Dana hub

replaced by PreSet hub assemblies,”says Ron Carroll, product managerof wheel end and driveline vehiclecomponent solutions at FederalMogul, provider of National wheelend products. “These hubs comefrom the manufacturer with ‘preset’preload and end play, which makesinstallation exceptionally easy.

“The most popular use of thesehubs is on drive and steer axles forClass 6, 7 and 8 trucks,” Carroll ex-plains further. “The precision andtight tolerances of these assembliessignificantly increase bearing andseal life, and the bearings withinthese hubs are replaceable.”

Recently, ConMet rolled out its Pre-Set Plus hub, which incorporates an


Before After(market) Alignment Solutions

Myers TiresTruck & Trailer Alignment Aids

The Truck Toe Alignment Check Set is a scribe-type toe gauge for trucks andother large vehicles. The one-person pointer and scribe is designed to read toeby measuring the distance between marks previously scribed at the approxi-mate center of the tire treads. The pointers are adjustable to hub height forgreater accuracy.

The Truck Front Slip Plate Set for use with the scribe-type toe gauge has steelslip plates that allow unrestricted movement of the front wheels.

The Tandem Axle Spacing Caliper checks the space between the axles oftractors or trailers, ensuring correct alignment and tracking.

Myers also offers a Trailer Alignment Measuring System using kingpin anduniversal axle extensions to provide a fast, accurate method of checking traileraxle alignment without removing the wheels. Axle extensions extend the axlesbeyond the wheel rim and tire so measurements can be made from the kingpin center.

www.myerstiresupply.com

ConMet Pre-set Plus hub



integrated spindle nut to simplify in-stallation and aid in removal of theassembly if service is required. “Pre-Set Plus provides OEMs with a prod-uct that is even easier to install andmakes it a whole lot easier for tech-nicians to service,” explains MarkWagner, vice president of wheelends for ConMet. “While PreSettook the task of bearing adjustmentout of the hands of the technician,PreSet Plus provides a self-pilotingassembly that only requires the inte-grated nut to be torqued and a re-taining snap ring to be engaged.”

OEM and aftermarket long lifewheel end packages utilizing pre-mium components are becomingthe norm in the trucking industry,says Charles “Chip” Stuhr, directorof marketing at Stemco. “More than80% of trailer manufacturers wework with use these wheel end sys-tems. We also are nowseeing more inte-grated solutions thatinclude brake liningsand drums as part ofthese long life pack-ages.”

Tom Hewer, vicepresident of development engineer-ing at Webb Wheel Products, pointsout that when fleets specify wheel

ends, including brake drums, theyalso should consider new stoppingdistance regulations. “To meet thenew standards with drum brakes,which is still the choice of manyfleets, there has been some in-creases in brake size,” he says.“Fleets need to be sure they arespec’ing these wheel end systemscorrectly, especially for replacementparts. For example, larger brakes re-quire different drums.”

Most fleets are trying to simplifywheel end specs, notes Mark Stangl,manager of the product manage-ment team, commercial vehicles af-termarket at Timken Co. “From afleet manager’s perspective,” hesays, “a common wheel end designusing standard equipment for driveand steer axles makes sense formaintenance and for meeting partsneeds.”

Service proceduresIn service, notes Dan Humphrey,

regional manager, commercial vehi-cle aftermarket at Timken, a chal-lenge technicians face is identif-ication of the style or type of wheelend they’re servicing. Fleet man-agers, he adds, should work withsuppliers to ensure that proper train-ing on identification and service pro-

Before After(market)


Rap

id R

esp

onse

: 800

-930

-720

4 ex

t. 43

038

Webb Wheel


cedures takes place. The availabilityof replacement parts is an importantconsideration, as well.

The most common failure mode formost bearings is a lack of or im-proper lubrication, says Scott Jenkin-son, engineering manager, hydraulicbrakes and wheel ends at Meritor.“The oil seal keeps the correctamount of lubrication in and harmfulcontaminants out,” he says. “Regu-larly checking and replacing the oilseal is critical to a successful preven-tive maintenance program.“

Jenkinson goes on to explain that aleading cause of premature wheelseal failure is damage to the sealduring installation. Common errorsinclude not lubricating the seal prop-erly during installation; not fittingthe seal in the hub squarely; nottorquing the bearings up correctly,or using an incorrect lubricant for theapplication.

electing the best wheel end sys-tems based on manufacturer’s rec-ommendations and past experienceis the first step toward ensuring longcomponent life. Following up with acomprehensive and effective mainte-nance program for wheels ends fur-ther ensures trouble free operationand lower operating costs. /

Before After(market)


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4304

0

For More Information:

ConMet—www.conmet.com

Dana—www.dana.com

Federal Mogul—www.federal-

mogul.com

Meritor—www.meritor.com

SKF—www.skf.com

Stemco—www.stemco.com

Timken—www.timken.com

Webb—www.webbwheel.com

The tool experts at Snap-on sug-gest the following torque wrench useand care tips:

• Safety glasses or goggles shouldbe worn at all times.

•Always follow the manufacturer’sdirections regarding torque direction,proper force, torque pattern/se-quence, use or non-use of lubricationon fasteners and torque tighten/re-lease cycles.

• Do not exceed the recommendedworking range of the torque wrench.Reliable measurements are based ona percentage of the working range.

• Do not use accessories or handleextensions unless specifically allowedby the torque wrench manufacturer.

• Take time to inspect the tool andcheck for worn or cracked sockets.Properly lubricate and replace wornparts.

• Avoid dropping or sliding atorque wrench.

• Always store a torque wrench in aprotective case and/or location.

• Avoid exposure to temperatureextremes, high humidity, fluid immer-

sion and corrosive environments. • Always store click-type wrenches

at the lowest level on the scale.• Avoid marking, etching or placing

labels on torque wrenches.• Use a torque wrench to apply a

specific torque value during the finalassembly process. Do not use atorque wrench as the primary meansof tightening or loosening fasteners.

• As most torque wrenches arelength specific, always grasp thetorque wrench in the center of thehandle. If two hands need to beused, place one hand on top of theother.

• Apply torque in a slow, methodi-cal manner and avoid sudden, “jerk-ing” movements.

• When the wrench signals (by click-ing, beeping or lights) that a specifictorque has been reached, stop pull -ing immediately.

After 5,000 cycles or up to one yearof use, whichever comes first, havetorque wrenches inspected and recal-ibrated by the manufacturer or a rep-utable calibration service.

Tips on torque wrench care



According to Dale Tower, vice president of remarketing for

AmeriQuest Transportation Services,“The used trucks market continues toflourish, based in large part on the uncer-tainty in the transportation industryabout new engines and the cost of main-taining them. Prices to buy and sell vehi-cles are near record levels.”

As the demand for late-model, low-mileage used tractors and trucks skyrock-ets, sales of these vehicles are up morethan 50% from levels just one year ago.Back then, freight tonnage was drop-ping, prices were low, and used truckswere more plentiful. Today, with a shrink-ing supply, the average retail price for a

used truck recently rose to about$40,000, according to ACT ResearchCo., a publisher of commercial vehiclesdata.

Tower goes on to say that the most im-portant feature starts with the engine.“There has been great turmoil in theworld of truck engines with one EPA re-engineering after another,” he says. “Ontop of that, a major engine manufacturerrecently backed out of the U.S. market.Some new engine manufacturers from afew years ago did not fare well. Some re-cent entries into the truck engine worldhave received poor marks, and a coupleothers are still relatively unknown in re-gards to their service life reliability. Thismakes truck service professionals uneasy.Further, used buyers don’t like unknowns.My recommendation for the greatestvalue when it comes time to remarketthese trucks is to go with a known com-modity, the engine manufacturers thathave served our market the longest andhave had the greatest reliability in serviceand in their used values.”

There are other key component deci-sions. Automatic transmissions are al-most at even value with manualtransmissions when it comes time for re-sell for day cabs, but still a detriment in

The right specs pay When buying

new equipment,the best

strategy is to plan

for resale

Equipment TechnologyBY CAROL BIRKLAND | EDITOR-IN-CHIEF

sleepers. In either case, you will not re-cover your additional investment forthis option. There are very good rea-sons to spec sleepers with automatictransmissions, from fuel economy todriver training. Make sure your value iscollected in your usable life on thatequipment, Tower notes.

“Fuel economy issues are here tostay,” he states. “So wind-deflectingfairings and such are a good investmentfor additional resale value. Aluminumwheels certainly add to the cosmeticpresentation of the truck, plus theirlower weight provides a fuel economybenefit. Wide-based single tires are stillin a jury-is-out status. In general, it isless desirable than duals at resale but Ibelieve that will change as the marketbecomes more familiar with them.There is some proven fuel economybenefits with these wide-based tires.”

Premium interior packages are ex-pensive and do provide drivers withadded pride in their trucks—mostlywhen it comes to sleepers. In goodtimes, you can obtain a good returnfor this at resale, but in down marketsit is a cost-only conversation, mean-ing that additional investment is atrisk, Tower adds.

Spec’ing for resaleWe asked truck OEMs to weigh in on

how fleets can best specify vehicles tooptimize their return on investment atthe time of resale. While the first ownerspecs the truck to meet the specificneeds of his fleet, this often leads to thequestion of how the truck will be usedin its second life—which typically is un-known. Therefore, the specs the sec-ondary market values at a premium arethose that make the unit attractive to avariety of applications.

According to TJ Reed, director ofproduct marketing for FreightlinerTrucks, “When developing specs, thecustomer has to weigh the costs andbenefits of tuning specs to be morespecialized for their individual applica-tion versus a more general set of speci-fications that will be more appealing forthe secondary market. For example, forcustomers that run dedicated lanes inthe same geographical region, climateand load configurations, the playbookis a bit more open for them to considertechnologies such as 6x2 axle configu-rations, wide-based tires, and directdrive transmissions to name a few.These technologies provide a provenbenefit in weight and fuel savings, and

if applied to the proper operating con-ditions can provide an operational ad-vantage to the fleet that would offsetany secondary market impacts.

“Trade cycles certainly provide an-other variable into the equation andlonger cycles provide for a longer timeto realize payback of what I would callnon-standard specs,” Reed adds. “Onthe flip side, if your operating lanes arecoast-to-coast and border-to-border,fleets need to spec for pulling the Rock-ies along with flat terrain, which maymitigate some specialized componentsand as a result, a set of more generalspecifications such as 15 liter displace-ment, 13- or 18-speed overdrive trans-missions, and 6x4 axle configurationswould provide the best application cov-erage—and as a result, be more attrac-tive in the secondary market.”

With regard to driver comfort andproductivity, the industry has done anice job of including options such aspower windows, tilt and telescopingsteering wheels, air conditioning andpremium infotainment systems into thestandard models. For example, in theFreightliner Cascadia, the customer isnot even able to spec hand-crankedwindows, fixed steering columns, or air


resale dividends

conditioning deduct. Including theseproduct delighters into the standardspecifications ensures that no matterwhere the truck spent its first life, it willbe well-equipped for the second.

Reed notes that components likewide-based single tires are better suitedfor the fleet that holds onto its trucks forlonger trade cycles, while traditionalduals may have more appeal to a sec-

ond buyer and are a better investmentfor those fleets with a shorter tradecycle. “If you wanted to optimize the fu-ture resale value of a Freightliner Casca-dia, we would recommend you spec thefollowing: CA125 72 RR/XT, EVO AeroPackage with DD15AT, 500 HP orgreater, 13-speed OD manual transmis-sion, Air slide 5th wheel, 10 aluminumwheels and Parksmart,” Reed adds.

Jim Wagner, Peterbilt general salesmanager–south, states, “We find thatpremium specifications in terms of inte-rior and powertrain are appealing tosecond owners. Our premium Platinum

interior is very popular, as are wellspec’d engines (higher ratings) and13+ speed transmissions. Convert-

ible transmissions also can be of ben-efit. Keeping the truck as flexible aspossible in terms of what it could beused for is also a positive step.”

Wagner talks about how his com-pany’s dealers work with customers todetermine the best options for theirnew truck purchases to ensure a goodresale price. “Really it’s about experi-ence in the marketplace, understandingthe trends and evolving needs of thecustomers in the used truck market, and

knowing what they like when they golooking for a nice pre-owned Peterbilt.Our dealers can certainly help steer ourcustomers in the direction that theyknow would help them sell the truck ifand when it came back to their lots foranother potential sale.”

Jerry Warmkessel, Mack highway mar-keting manager, contends that, “Fleetsneed trucks that will attract and retaindrivers. I believe the Mack mDrive auto-mated manual transmission, as well asair disc brakes, maximize residual valuemore than any other features. ThemDrive allows the driver to keep both

hands on the wheel, both eyes on theroad and their mind focused on traffic,so it’s a much safer vehicle to drive. Theair disc brakes offer shorter stoppingdistances, which contribute to ease ofoperation for the driver.”

When it comes to the appeal of speci-fying trucks that can be converted today cabs, Warmkessel says, “SeveralMack dealers have told us that the abil-ity to offer this feature is critical to theirbusiness.”

Erik Johnson, Kenworth’s on-highwaymarketing manager, agrees. He notesthat large sleepers and upgraded inte-rior features/trim are appealing to driv-ers, adding that other features, such asfull fairings, sliding fifth wheel, and 13-or 18-speed transmissions, make vehi-cles more desirable to second owners.However, when it comes to the day cabconversions, he says these used to be abig selling feature, but with the newemissions, there are fewer and fewercustomers looking to this as a meansfor the second life of a sleeper truck. Asa higher percentage of the truck popu-lation has engines that meet the 2010emission standards, the number of daycab conversions will be dropping off.

The secondary retail market prefersbig bore engines in big sleepers,Reed contends. When it comes toengine displacement, the sayingin used trucks is, “There is no re-placement for displacement.”Lastyear, more than 80% of the Casca-dia 125 sleepers were sold withDetroit DD15 or ISX 15L power.Not only do the majority of newtruck fleets demand 15L engines,but the used market does, as well.Reed notes that the practice ofconverting sleepers to day cabs

will probably go away when more ofthe 2010 emission compliant enginesare available for resale. This is due tothe fact that the onboard aftertreatmentequipment will make the conversion im-possible.

Guy Lemieux, marketing segmentmanager, Western Star, notes, “Whenspecifying trucks to protect the residualvalue, fleets should choose a truckbrand with a good reputation as thenumber one factor in resale value. Cus-tomers will seek a brand known forboth its performance and long-term re-liability first, before taking any further


Air suspensions add value for resaleccording to Dave Vanette, manager of new business development for Gireston Industrial Products Co., air suspensions are the best features to

specify on tractors and trailers to make them the most profitable for resale. “Anair suspension system can be one of the most beneficial and profitable featuresto specify on tractors and trailers. Today, most on-highway Class 8 trucks comestandard with a primary suspension and cab air suspension, as well as an air-sus-pended seat. It is widely recognized in North America and Europe that this en-hances driver comfort, leading to increased driver retention. Also, it extends thelife of a vehicle by reducing the impact and vibration. “

He goes on to say that owners and operators can take it one step further byspecifying a front-air suspension, which typically warrants better payout attrade-in time. This same reasoning also applies to air suspension in trailers.Not only do owners get better life out of the equipment, but the trailer is moreversatile for any new application going forward,which helps increase its resale value at trade-intime. A trailer air suspension is typically spec’dfor hauling delicate or very expensive equip-ment. Today, an air suspension also can bespec’d for severe-duty applications. Previously, aleaf or rubber-sprung suspension would typicallyhave been specified for this type of vocationalapplication, Vanette adds. /

Equipment Technology

steps in the purchase process. In addi-tion, a truck’s performance and widemarket appeal strongly factor into its re-sale value.

He goes on to point out that all West-ern Star trucks can be equipped withDetroit engines that feature higherhorsepower ratings—or the ability to re-program to higher ratings—up to 600HP and 2,050 ft.-lb. Trucks equipped

with 13- and 18-speed transmissionsversus a 10-speed also are more ap-pealing to the secondary market. Inde-pendent operators traditionally prefer18-speeds for a smoother driving oper-ation. Also, transmission and clutchesshould be spec’d to handle the maxi-mum rating of the engine family so itcan be up-rated without maintenanceor cost concerns. To further protect atruck’s resale value and prevent futuremaintenance problems, trucks spec’dwith common suspension and axle rat-ings more widely accepted in a varietyof applications are more attractive tobuyers.

Some fleets are still finding value inconverting four- to five-year-old sleepertrucks into day cabs for regional opera-tion. After the conversion, these fleetswill keep the truck in operation for sev-eral more years. While sleeper-to-daycab conversion ultimately improves thetruck’s resale value, it can come withsome negative tradeoffs. As sleepersbecome more integrated to the cabthan in the past and the availability offactory conversion kits is limited, com-panies may find it hard to swallow thecost of the aftermarket conversion. Re-moving a sleeper also means the fifthwheel location and wheelbase are not


Buying trailers with resale in mindWhen it comes to specifying trailers for resale, the trailer experts at Great Dane say

fleets should look for components that ensure the service life of the trailer. As an ex-ample, Great Dane’s Champion dry freight vans, which combine unique design andproven materials for new levels of strength and corrosion resistance to the rear frames,are a prime example of top quality features that provide the durability fleets need. Inaddition, the Champion dry freight vans are equipped with an EnduroGuard rearframe, now standard with both swing and roll-up rear doors, which utilize galvanealand stainless steel components, boosting quality and durability to an even higher

level. These fully-built rear frames on Champion dry freightvans are coated with an epoxy primer and a urethane top-coat to provide a smooth appearance through out the yearsof service so they are still appealing to the second buyer.

“Fleets look at the total cost of ownership when buyingtrailers,” says Dave Gilliland, vice president of branch salesfor Great Dane. “Name brand, properly spec’d trailers withgood maintenance records will obtain higher values in theused market. The age of the trailer in the used market willhave an impact, particularly if they are considered ‘latemodel.’”

Great Dane says it has long paid attention to detailed de-sign elements of its trailers to boost durability, which in turnadds to longevity/higher resale value. Those elements in-clude high quality flooring, proper insulation, strong interiorlinings, durable bottom and top rails, good lighting systemsand top quality landing gear. In addition, the trailer maker

offers CorroGuard with Technology by GatorHyde, which is designed to fight corro-sion. This polyurea elastomeric coating was developed specifically for trailer under-body protection from rock and stone impingement and chemical resistance to currentde-icing chemicals. This impact-resistant barrier is designed to withstand de-icingchemicals, as well as road debris, climate fluctuations, and ice and snow.

Well-maintained trailers sell wellJeff Weber, vice president of sales and marketing at Ervin Equipment, a Wabash

National Trailer dealer, says when it comes to specifying trailers for resale, “It comesdown to maintenance. Trucking companies track maintenance on their trucks andtrailers. When they start to see that maintenance costs are climbing, they start look-ing to trade, upgrade or buy new. They know that there is less maintenance or lessexpense in a newer trailer. “

He goes on to say that most companies have the ability to track from day one allfactors of maintenance, including parts, labor, downtime and loss of revenue. Whenthey do decide to move that equipment and sell it, the residual value comes intoplay at that point. Some of the key points for second buyers of trailers include havingto update, replace or fix the interior lining of the sheet and post type trailer, statesWeber. He points out that with a Wabash DuraPlate trailer, very little maintenance isinvolved in getting that trailer up to trade value. “It would be standard moving com-ponents: tires, brakes, etc. that require the most investment,” he says.

“We also see the doors of these van trailers replaced on an ongoing basis,” Webernotes. “Up until Wabash came out with a composite door, the replacement of doorswas a highly expensed component to a trailer. They were made of plywood and theywould get wet, rot and would have to be replaced every 7-10 years. Wabash intro-duced the DuraPlate (composite) door and that has eliminated the need to replacethe door for basically the lifetime of the trailer.”

Trailers can be adapted for second owners in several ways. At Ervin, Weber says,“We’ll change the door configuration from a swing door to a roll-up door. We mightchange the logistics—the cargo containment system—of it. We see a lot of that getchanged or added in a trailer.” /

optimum for trailer gaps.All of these things should be consid-

ered during the initial spec review withyour dealer. Trucks spec’d with remov-able roof and side fairings better matchthe secondary customer’s application,making the truck appealing to a wider

customer base.Peterbilt’s Wagner adds that resale

value really is the perceived life left inthe truck at the same of sale, either to

the dealer on a trade or to the secondowner. “Our detachable sleeper systemallows the flexibility and the possibilityof using the truck for far longer through-out its useful life. So, as durable as Pe-terbilts are, that second, third or evenfourth life can all benefit from the flexi-bility that attribute provides.”

Johnson adds that Kenworth dealerswork very close with customers to de-termine what is right for their businessand application. “The fact is, not every-one is looking towards the second life,”he says. “There are plenty of Kenworthcustomers who buy our trucks and runthem for over a million miles. There areothers whose trade cycle is 300,000miles, and these types of customers aremuch more concerned about resaleinto the second life. It all depends onthe customer and that relationship withtheir Kenworth dealer.”

Frank Bio, Volvo Trucks product man-ager—trucks, says, “Volvo equips itsdealers with information when they arespec’ing trucks for a first owner, so theyalways have residual value in mind. Atruck’s second owner often has very dif-ferent interests and values than the firstowner. Engine upgradability is one ofthe most important features for main-taining resale value because higherhorsepower remains one of the featuresused truck buyers want the most. Bal-ancing power and fuel efficiency is im-portant for both new and used truckmarkets.”

One example from Volvo Trucks, Biosays, is the Volvo D13 engine and VolvoI-Shift transmission. “This powertraincombination can be upgraded to asmuch as 500 HP and 1,750 ft.-lbs. oftorque, providing power without sacri-ficing fuel efficiency. The I-Shift auto-mated manual transmission hasdemonstrated increased value on resalefor our customers.” Along with horse-power, chrome and polish, aerody-namic devices like full chassis fairings,interior features like Volvo’s driver work-station and adjustable air slide fifthwheel all help vehicles “pop” on the re-sale line. As concerns about emissionsregulations mount, especially in portcities, demonstrating that a truck runsclean is really important for a truck tohold its value.

Bio continues, “Volvo Trucks is in con-stant communication with dealers, whohave very strong customer relation-ships. Dealers want their customers tobe successful and to come back whenthey are ready to discuss a trade.Through initiatives like our premiumdealer program, we provide ongoingsupport and regular communication sothat dealers are equipped with informa-


Best paint finishes garner top dollar Tips on preparing a commercial vehicle for resale

When preparing a vehicle for resale, most customers areinterested in quickly providing a nice finish while man-

aging their costs, according to Jenifer Wirth, PPG brand man-ager, Commercial Segments. “They want it to look its bestwithout breaking the bank.”

Paying attention to surface prep and choosing the right coat-ing system can help achieve the desired end result. Clearly, toget the best end appearance, performing the necessarypreparation up front is important. Otherwise, applying a glossy

topcoat will only amplify the defects below. Important prep work would includesanding the unit for as uniform a surface as possible, any necessary body repairwork, and applying a protective primer over any bare metal or body fillers.

“When choosing a topcoat for resale, efficiency and value are generally key driv-ers,” Wirth notes. “Often a ‘value-type’ single-stage product is used, althoughsome colors may require a basecoat/clearcoat system. We would recommendPPG’s Delfleet Essential brand, which is ideal for rebranding, refurbishment or resaleopportunities. The Delfleet Essential system is easy to use, productive and providesa like-new appearance at a cost that is significantly less than premium brands. Addi-tionally, it offers both single-stage and basecoat options to cover whatever type ofjob is needed.”

Web assistanceTo help fleet managers find the right finish for

vehicles, Sherwin-Williams Automotive Finisheshas launched a new, informative website(http://genesis.sherwin-automotive.com) to assistfleet refinishers find information, specification orapplication and training guidelines about the lat-est in coatings and finishes.

Joseph Krebs, director of marketing, commercialsegments for Sherwin-Williams Automotive Fin-ishes, notes, “This new site is easy to use and al-lows users to see firsthand how our Genesis primers and topcoats offer outstandingperformance and appearance. These products deliver productivity and profitabilityand are a complete solution for their fleet and manufacturing needs.

“In addition, the new site provides more extensive application, color and trainingdata for our audience. This includes providing information and regulatory docu-ments that are easily available,” he added. /


tion about what really affects resalevalue. We also make it a priority to workclosely with our sales force to providequotes guaranteeing residual value. AtVolvo, we strive for seamless, respon-sive communication between us andour dealers so customers get the sup-port they need in every phase of owner-ship.”

When it comes to dealers workingwith customers to determine the bestoptions to ensure a good resale price,Mack’s Warmkessel says, “Our dealersadvise customers about the most popu-lar options in their geographic areabased on the majority of vocations intheir area. This may differ widely fromthe original purchaser.” He adds thatpurchasers of new trucks never reallyknow what the truck actually costs themper mile to operate until they sell or tradein the asset. The residual value plays abig part in that calculation. “Traditionally,Mack truck models have retained someof the highest trade-in values in the in-dustry,” Warmkessel says.

Western Star’s Lemieux adds that an-other plus is a truck’s ability for person-alization and customization, such aschrome accents, visors, large bumpers,plush leather seating—anything that al-lows the secondary owner to make thetruck stand out from the crowd im-proves its resale value and makes it anattractive option for drivers. As compa-nies face driver shortages, trucks with“bells and whistles” help attract newdrivers. Tasteful color choices, a roomyinterior and storage space also are ex-tremely important in a truck’s overall ap-

peal. Trucks that withstand the test oftime also maintain a higher resale value.

Spec’ing enginesLou Wenzler, technical sales support

director for Cummins Engine Co., sayswhen determining factors for spec’ingengines that are best for resale, “A keyis the ability to uprate, or recalibrate toa higher horsepower. For example, aCummins ISX15 425 can be uprated toa 450 HP rating while an ISX15 485 canbe uprated to a 500 HP rating via a re-calibration (or ECM reflash).”

Cost of ownership is another thing tokeep in mind when specifying engineswith an eye toward future resale value.The engine’s reputation for fuel econ-omy, cost to maintain and rebuild whenthe time comes, and the availability ofused truck engine warranty also factorin to used truck buying decisions.

Wenzler goes on to say, “When speci-

fying engines, it is important to specifytransmissions and other drivetrain com-ponents to match the highest horse-power and torque rating available foruprate. Revisiting the Cummins ISX15425 HP example, the 425 rating offers1,550 ft.-lb. of torque and can be up-graded to 450 HP with 1,650 ft.-lb.,provided the transmission has capabilityfor 1,650 ft.-lb.”

Proper spec’ing of the entire vehicle,engine and powertrain package for aparticular application or duty cycle (e.g.linehaul/interstate operation vs. re-gional operation) is a key to success fornot just the first owner, but also the sec-ond (and subsequent) owners. And, fac-tors like an engine’s reputation forreliability and durability, as well as thestrength of the manufacturer’s customersupport network, also may influence aused truck purchase decision, Wenzlernotes.

Kenworth’s Johnson adds that whenspecifying engine for resale, power rat-ings are an important consideration.“The engine needs to be spec’d ade-quately for potential second life buyers.Make sure the potential buyer is able toupgrade the engine to a higher powerrating through software alone, orwhether it would require expensivehardware changes. These are a coupleof the determining factors,” he adds.

Johnson goes on to say “During thespec’ing process, Kenworth dealerswork very closely with our customers tospec the entire powertrain. You cannotspec items in a vacuum. Usually, thebiggest factor is torque as the clutch,transmission and axles all have speci-fied torque ratings. Beyond that, cus-


tomers are looking for the engine-trans-mission-axle-wheel combination thatwill provide the performance (either fueleconomy, pulling power or both). It isvery important to look at the powertrainas a whole when spec’ing any of thecomponents.”

David McKenna, Mack director of

powertrain sales and marketing,says, “Smart fleet executives whospecify engines for fuel economy

for their initial use look for horse-power and torque upgradability in theaftermarket. The vast majority of80,000-lb. GCW interstate operationsrequire about 400 HP, plus or minus 25HP. There is a great deal of value inbeing able to upgrade to greater than450 HP for resale purposes. This maynot be required for resale, but doesprovide an option for the seller and/or

the secondary buyer.”McKenna suggests that fleet man-

agers take into consideration the impor-tance of matching engines to otherdrivetrain components. He cautions,“Make 100% sure that the entire drive-train and cooling systems are capableof handling the additional power andtorque with the capacity to adequatelycool the additional rejected heat fromthe higher power engine and transmis-sion lube cooling loads.”

The advantages of specifying more in-tegrated drivetrains are that they canbe easier to upgrade. McKenna notesthat for Mack, this is because the peaktorque of the MP8 engine is 1,760 lbs.and the mDrive transmission is rated to1,920 lbs. There are no restrictionswhen upgrading from a 1,460-lb. peaktorque rating.

“Speaking of the mDrive, it also canbe programmed for various duty cy-cles,” McKenna adds. “The originalcustomer may have demanded optimalfuel economy performance, whereasthe resale customer may be seeking ahigh-powered performance mode. Sothe value that integration supplies is notlimited to customer one—it continueson down the line.”

Kenworth’s Johnson agrees, “Inte-grated powertrain components providecustomers with benefits of improvedfuel economy, better service, etc.,whether in the first life of the truck orthe second. Kenworth, for example, hasworked extensively to incorporate thePACCAR by Eaton transmissions withour PACCAR engines to improve cus-tomer satisfaction through a Kenworth-only powertrain configuration.”

Daimler Trucks North America, makersof Freightliner trucks, recently an-nounced a proprietary automated man-ual transmission and axle, which meansthe company is poised to couple thosecomponents with its Detroit series en-gines to offer fully-integrated power-trains for the North America market.Freightliner’s Reed notes that while au-tomated manual transmissions currentlydo not hold great appeal for the sec-ondary market, he sees that changing.He predicts that secondary buyers aregoing to be interested in optimizingfuel consumption. /





Specs&Fleet ProfileBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Maximum

Jim FoxVice President &General Manager

It’s all about maximum efficiency for Jim Fox, vicepresident & general manager of Pinnacle Express Inc. “Making

deliveries on time and doing so as efficiently as possible is whathas allowed us to steadily expand our customer base and do socost effectively,” he says.

In 2004, Fox relates, senior management at Pinnacle Expressdecided to carve a niche by specializing in the delivery of aviationfuel. Today, the Ann Arbor, Mich.-based specialized carrier aver-ages 300 deliveries a week to approximately 30 large accounts,and makes about 400 deliveries a year to smaller customers.While roughly 90% of its business takes place in the Great Lakesregion, the company also has expanded geographically intosouthern states, as far west as Nebraska and east into places likeMaryland and Massachusetts.

Pinnacle operates 15 Freightliner tractors and 17 Polar tank trail-ers. The newest power units in the operation are Cascadia mod-els, while a few older Columbias are scheduled for replacement inJanuary 2013. “We chose the Cascadia for both the comfort ofthe cab as well as fuel economy,” Fox states. “That’s also whywe’re spec’ing Detroit Diesel DD15 engines for our operation.”

Fuel efficiency also was one of Pinnacle’s goals when it decidedto spec Eaton’s new UltraShift Plus transmission on its latest orderof tractors. “Our local Freightliner dealer, which has supplied uswith just about every new truck we’ve bought for the past 10years, wanted us to take a look at the automated gearbox,” Foxrecalls. “We took one of our senior drivers, went to Eaton’s prov-ing grounds to test drive some units and we were impressed.”

Aviation fuel hauler Pinnacle Express is

adopting new technology to ensure its fleet

operates at the highest efficiency


Paying dividendsThe decision also is now paying dividends in day-to-day operations at

Pinnacle. “With one of the new 18-speed UltraShift Plus transmissionsthat replaced a 13-speed manual,” Fox reports, “the same driver overthe same route is getting about 7.2 MPG as opposed to the 5.6 MPGwe were getting before making the switch. That’s a pretty significant fueleconomy gain.”

Other fuel-saving technologies embraced by Pinnacle in its recentequipment orders include Michelin wide-base single tires on tractordrive and trailer axles, which Fox says is providing a 10% fuel economygain over traditional dual tire assemblies, as well as doubling tread life.“We also use Stemco’s AirBAT tire pressure monitoring system to contin-ually monitor tire pressures and alert drivers to any under-inflation, whichcould cost us in fuel efficiency and tread life,” he adds. “The AirBAT sys-tem also has the HandBat RF handheld unit that wirelessly gathers tiredata, which makes for quicker turnaround times for maintenance and in-spections.”

The Eaton UltraShift Plus transmissions, meanwhile, also are effectivelyaddressing another issue for Pinnacle Express. “We immediately recog-nized that the automated 18-speed was a very flexible piece of equip-ment,” Fox says. “We need that flexibility to handle payloads that runbetween 80,000 lbs. for interstate deliveries and 140,000 lbs. on the six-axle trailers that we run within the state of Michigan. The unlimited grosscombination weight rating for the 18-speed model solved a lot of issueswe had operating between the two different disciplines, and allowed usto capture good fuel economy in both applications. Now we can haveone spec fleet wide that does well in both cases.”

Impact

Pinnacle Express

TRACTOR SPECSModel: Freightliner Cascadia; 125-in. mid-roof sleeperWheelbase: 218 in.Engine: Detroit Diesel DD15, 505HPTransmission: Eaton UltraShift Plus(MXP), 18-speedDriveshafts: MeritorFront Axle: 14,000-lb. Front Suspension: taperleafRear Axle: Meritor R-Series DualTrack; 40,000-lb., 3:55 ratio Rear Suspension: Freightliner Air-linerWheel Seals: CR ScotsealBrakes: Bendix air discABS: Meritor WABCO 4S4M, trac-tion controlWheels: Alcoa DurabriteTires: 11R22.5 Michelin XZE2 steer;455/55R/22.5 Michelin X One drive5th Wheel: SAF Holland; aluminum,No-LubeAir Compressor: Bendix BA-921Air Dryer: BendixFan Clutch: Borg WarnerBatteries: (4) Alliance, 3,200 CCAStarter: Delco 39MTAlternator: Delco, 160-ampBlock Heater: Phillips, 1,500 wattMirrors: dual hood mountedLighting: LEDSeats: NationalTanks: 120-gal. diesel; 23-ga. DEF

TRAILER SPECSModel: Polar Tank; 9,400-gal., sin-gle compartmentLanding Gear: SAF Holland Mark VAxles: Hendrickson; 13400 Michi-gan 6-axleSuspension: SAF Holland CBX-23 Oil Seals: Stemco VoyagerWheel End: Stemco Pro-Torq axlespindle nutsBrakes: Bendix air disc ABS: Meritor WABCO, with RSSTires: 455/55R/22.5 Michelin X OneLighting: LED

The fully automated 18-speed Ul-traShift Plus Multipurpose ExtremePerformance (MXP) transmission,based on the Fuller 18-speed man-ual, uses an electronic clutch actua-tor and intelligent shift selectionsoftware that calculates changes ingrade, weight and throttle to choosethe most efficient shift points. The re-sult, according to the manufacturer,is faster shifting and smoother en-gagement. In addition, the designprovides drivers with added control,including an Intelligent Hill Start Aid,which prevents rollback and roll-for-ward while launching on grades.

Reducing fatigueThe automated Eaton transmissions

also are helping Pinnacle address theinherent safety concerns it has haul-ing a product like aviation fuel. Whilethe fleet is improving safety with

specs for air disc brakes and roll sta-bility control systems on all newequipment, Fox says he believes theautomated gearboxes help reducedriver fatigue.

“The automation is a sweet appli-cation in many areas,” Fox states,“because our drivers do not con-stantly have to use the clutch in traf-fic. We do a lot of training to makesure our products are transportedsafely and on time. Our drivers are aspecial breed, and they’re giving theUltraShift Plus transmissions highmarks, as well.

Fox also is quick to praise Eaton’ssupport, which included training forthe fleet’s maintenance manager atthe Roadranger Academy. In addi-tion, after the initial UltraShift Plustransmissions were in the fleet, Eatonreps helped get everyone up andrunning, and assisted with making

software changes so the transmis-sions would operate at their mosteconomical setting.

Due to the sensitive nature of Pin-nacle’s cargo, its employees andequipment need to be ready andable to make deliveries safely and ontime. With its technology choices,the fleet also is ensuring that its op-eration runs as cost-efficiently as pos-sible. /

Fleet Profile Specs


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4305

2



Truck ProductsRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 43

054


Mitsubishi Fuso Truck of America Inc. (MFTA)has announced that new plow kits are availablefor its Canter FG4X4 Series medium-dutycabover trucks. These plow kits come completewith blade, permanent mount, articulation hy-draulics, and dash-mounted or optional hand-held controller.

According to the truck maker, the kits areavailable from Fisher Engineering (Fisher, West-ern and Blizzard brands) and from Meyer Prod-ucts (Meyer brand). The offerings include anumber of different mounting kits, light harnesskits and harness adapters, as well as a choice ofblade configuration—covering 8.5-, 9.0-, 9.5-,10.0- and 10.5-ft, blade widths—in steel,

Mitsubishi Fuso offers new plow kits for Canter FG4X4

poly/steel and stainless steel.All are mounted on the Canter FG4X4,

which has a 134.4-in. wheelbase length thatcan accommodate 12- to 15-ft. bodies, aswell as the plow kit. Turning diameter for theFG4X4 is just 44.2 ft., so maneuveringthrough narrow urban streets, tight industrialcenters and crowded parking lots is no prob-lem, according to the maker, which addedthe cabover design allows the driver to seethe ground closer to the front of the plowblade than is possible with an equivalentClass 4 conventional truck, so operatingsafety may also be enhanced. A Fuso FG4X4also has no rear fenders to dent or crush ifthe truck should inadvertently slide into asnow bank, the company said.

Mitsubishi Fuso Truck of America Inc.www.mitfuso.comRapid Response: 800-930-7204 ext. 43150www.FERapidResponse.com/43150

DTNA adds TPMS to aftermarket offering

Daimler Trucks North America (DTNA) haslaunched new tire pressure monitoring tech-nology as an aftermarket offering, which thecompany said is for its Freightliner, WesternStar and Thomas Built Buses commercialvehicles. The new system allows real-timetire performance monitoring for better fuel

economy and safety. The new system provides air pressure and

tire air temperature data while driving or sta-tionary, enabling drivers to preemptively ad-dress tire issues before they occur. Thesystem reports per axle high and low pres-sure and rapid pressure loss alerts that candramatically increase a driver’s ability toavoid dangerous situations. Customizableaxle settings also allow driver notification ofother issues, including hanging brakecalipers, bearing failures and individual tiredefects, the truck maker added.

The exterior sensors simply screw on tostandard tire valve stems and communicatewirelessly every two minutes with a centralcontrol unit. The system is easily added toany 12-volt power system and is offered insix- and 10-sensor kits for quick tractorsetup, with additional sets of two availablefor monitoring up to 34 different tires at atime.

A trailer exchange feature synchronizes thecontrol module to the tire sensors on a newtrailer automatically, facilitating quick andsimple trailer exchanges with no loss of datareporting. The exterior fully-sealed sensorsfeature extremely durable brass threadingand military-grade five-to-seven-yearlithium-cadmium batteries. The system isbacked by DTNA’s one-year warranty andsupport at over 800 locations across theU.S. and Canada, the company added.

Daimler Trucks North Americawww.daimlertrucksnorthamerica.comRapid Response: 800-930-7204 ext. 43151www.FERapidResponse.com/43151

Fras-le launches air disc brakepad program

Fras-le North America Inc. has launched itsair disc brake pad program for the NorthAmerican aftermarket, an expansion of thecompany’s “Work Truck and Fleet Disc BrakePad Program,” which kicked off in May.

Sold under the Extreme Service brand, Fras-le’s new air disc brake pad program includes11 part numbers covering more than 59 ap-plications on 12 brake systems. According tothe company, Fras-le air disc brake pads aremade of OE quality friction material and offerreliable, quiet, durable and longer life per-formance. This line of asbestos-free frictionmaterial was developed to meet the needs ofheavy-duty and commercial vehicles, andmeets the European ECE-R90 quality stan-dard, which requires all safety-related re-placement parts to perform within certainparameters of the Original Equipment (OE)



specification, the maker added.Fras-le said its Work Truck and Fleet Disc Brake Pad

Program provides distributors with a complete sales toolkit to serve this fleet segment, along with marketing andtechnical support and training resources. In addition,Fras-le has dedicated fleet brake specialists to serve as aliaison between fleets and distributors.

With this portfolio expansion, the company now offersa complete line of hydraulic and air disc brake pads forClass 1c-8 vehicles. Extreme Service and Magnum Promake up Fras-le’s aftermarket brake pad line formedium-duty vehicles and fleets in North America. Ex-treme Service is engineered for severe-duty applications,and is available for both air and hydraulic disc brakesystems. Magnum Pro is the professional’s semi-metal-lic choice for hydraulic disc brake systems. Both productlines are designed especially for medium-duty vehiclesand fleets, the maker added.

Fras-le www.fras-le.comRapid Response: 800-930-7204 ext. 43152www.FERapidResponse.com/43152

Betts Spring Expands Product Bundlewith Quarter Fenders

Betts Spring has expanded its distribution bundle byadding two quarter fenders to its extensive line of spraysuppression components. Betts branded stainless andSprayOff poly quarter fenders are now available for im-mediate shipment to authorized distribution throughoutNorth and Latin America. Stocked in Betts’ west coastwarehouse and included in its newly introduced HighVolume Parts (HVP) program, Betts Spring said it iseven more accessible to preferred fleet sourcing in afreight advantaged manner.

Betts Spring www.betts1868.comRapid Response: 800-930-7204 ext. 43154www.FERapidResponse.com/43154


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4305

6

New Bar’s Leaks Concentrated SealRepair stops oil leaks

Bar’s Leaks has introduced Concentrated Rear Main Seal Repair, which thecompany said provides the same unique blend of polymers, lubricity agents,anti-oxidants and conditioners as the original Rear Main Seal Repair in a muchsmaller bottle: 16.9 oz. vs. 32 oz.

Bar’s Leaks Concentrated Rear Main Seal Repair (p/n 1040) is specially formu-lated to stop leaks at the rear main seal, and it also works better than a conven-tional stop leak on all other oil leaks, including those at the timing cover seal,O-rings and other seals and gasket, the company said.

The rear main seal is located between the engine and transmission. Leaks hereare usually caused by a combination of normal wear in the crankshaft and seal,and by the drying, hardening, and shrinking of the seal over time. Bar’s LeaksConcentrated Rear Main Seal Repair restores seal size, flexibility and elasticity,the company said. Chemical polymers in the product also fill in gaps andgrooves in the crankshaft caused by normal engine wear, and build a protectivefilm around the seal to prevent leaks, the maker added.

The product works with all gasoline and diesel engines that use conventional,high-mileage or synthetic motor oil. One bottle treats four to six quarts of oil.Larger systems use one bottle for every five quarts of oil capacity. /

Bar’s Leaks www.barsproducts.comRapid Response: 800-930-7204 ext. 43153www.FERapidResponse.com/43153

Truck Products


Trailers Bodies

Meritor adds two low-mount MTAtrailer suspensions

Meritor Inc. has announced the production of the MTA25 low-mount and MTA30 low-mount trailer suspensions, which the makersaid are the two newest family members of its Meritor Trailing-ArmAir (MTA) suspension series for North American trailer operators.These units are specifically designed as part of a fully integrated sys-tem to optimize performance and weight, and are ideal for vocationalapplications like single-drop flatbed, double-drop flatbed, loggersand chip hauler trailers.

The MTA lineup now includes the MTA23 (23,000-lb. capacity), thetop-mount MTA25 (25,000-lb. capacity), the top mount MTA30(30,000-lb. capacity) and the two newest low-mount products. AllMTA models are available with the optional lift kit—a reliable quick-response system that efficiently raises select axles, improving ma-neuverability and extending tire life. Available in painted orgalvanized finishes, the lift kit attaches easily and can be installed asoriginal equipment (OE) or field retrofitted.

The two new low-mount suspensionsystems feature im-provements and technologyadvancements.

The MTA trailer suspension system is integrated with Meritor traileraxles and Q PlusCam Brakes. All are covered by the company’s five-year, 500,000-mi. warranty on structural components. Optional com-ponents include air disc brakes, automatic slack adjusters, theSteelLite X30 drum and lightweight hub and the Meritor Tire InflationSystem (MTIS) by PSI. MTIS by PSI keeps tires properly inflated,which the company said improves tire maintenance management,trailer up-time and bottom line ROI.

Meritor, Inc. www.meritor.comRapid Response: 800-930-7204 ext. 43154www.FERapidResponse.com/43154



Shop EquipmentRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 43

058

Stertil-Koni, maker of heavy-duty truck and bus lifts,announced the introduction of Diamond Lift, which thecompany said is a state-of-the-art, high pressure telescopic pis-ton lift designed to set new standards in precision heavy-duty liftingperformance, remarkable durability, ease of use and environmentalcontainment.

Made in the U.S., the lift will be available in either a two- or three-piston configuration with total lifting capacities of 64,000 lbs.and 96,000 lbs., respectively, the maker said. Notably, thedesign of the lift’s telescopic pistons protects all the critical sealsfrom potential damage by debris. Further, the lift’s piston rods are hardchrome-plated for maximum protection against corrosion and wear,and thus optimized to handle the harsh environments of today’s busyworkshops. This lift is certified to ANSI/ALI ALCTV current edition byETL/Intertek.

The lift utilizes biodegradable oil and the upper portion of the steelcontainment is hot galvanized, which provides corrosion resistance atfloor level and ensures proper interlock with the foundation, Stertil-

Stertil-Koni introduces Diamond Lift

Koni noted. In addition, the containments are coated internally andexternally with DiamondGuard, which not only safeguards againstcorrosion and electrolysis, it also prohibits hazardous shop fluidsfrom entering the environment.

It also features a locking system that utilizes a hardened, nitro car-burized locking rod to provide superior resistance to corrosion andwear. According to the company, the lift is one of the few piston-stylein-ground lifts designed to allow the lift to be lowered into a me-chanically locked situation without placing undesired pressures onthe piston seals. The gravity engaged locking assembly is easy toservice and can be accessed from floor level. The lift’s innovationalso extends to other key areas. For example, rather than utilizing tra-ditional rollers, which may need lubrication, the Diamond Lift move-able lifting unit and aluminum trench covering system travel onultra-high molecular weight polyethylene slides atop a stainless steelguide, which are maintenance-free, the maker added.

As standard, the lift is supplied with a full set of lifting adapters tomatch all fleets and is fully electronically synchronized for operatorsafety. The Diamond Lift also can be equipped with a detachablewired remote control.

Stertil-Koni USA Inc.www.stertil-koni.comRapid Response: 800-930-7204 ext. 43170www.FERapidResponse.com/43170

Gent-l-kleen launches ‘I love dirty hands’ campaignGent-l-kleen Products announced a new international campaign, “I

love dirty hands,” geared toward hard-working professionals whowork with their hands day in and day out.

The contest, promoted via the www.ilovedirtyhands.com websiteand social media, started earlier this month and includes severalpromotional products offered through Gent-l-kleen distributors.These specially marked products will sport an “I love dirty hands”sticker with a unique code that can be entered at www.ilovedirty-hands.com.

This code is an entry to win a trip for two to the toughest rally inthe world: Dakar 2013. The contest entry period runs through Dec.16, 2012.

Gent-l-kleen www.ilovedirtyhands.com Rapid Response: 800-930-7204 ext. 43171www.FERapidResponse.com/43171

Panasonic upgrades fully rugged Toughbook 19convertible tablet PC

Panasonic has announced upgrades to the Panasonic Toughbook19, its rugged convertible tablet PC. The updated Toughbook 19 nowcomes with an Intel Core i5-3320M vPro processor (up to 3.3GHz)with Intel Turbo Boost Technology, the company said.

Other enhancements include expanded storage, a more responsivetouchpad and an innovative ambient light sensor, allowing automaticbacklight shut-off to improve battery life. With these and other up-grades, Panasonic said the reliable Toughbook 19 continues to bethe ideal investment for a broad spectrum of demanding work envi-ronments, including the military’s front lines, in police and emer-gency services vehicles, and in the field for use by service workersand utility and maintenance technicians. For a full list of Toughbook19 specifications, visit www.toughbook.com.

According to the company, with 10 hours of battery life, the Tough-book 19 is ready for a full day of work. The computer’s Battery Cali-bration Tool can now run in the background, allowing users to workwhile the battery is being calibrated.

The Toughbook 19 is available from authorized Panasonic resellersstarting at an estimated street price of $3,549. It is backed with athree-year limited warranty, parts and labor, the maker added. /

Panasonic www.panasonic.com Rapid Response: 800-930-7204 ext. 43172www.FERapidResponse.com/43172



PlastiKote Exact Color Scratch Repair Systemfixes nicks and scratches

According to PlastiKote, it is al-ways a challenge to perfectly fix ascratch on a vehicle. With the Plas-tiKote Exact Color Scratch RepairSystem, customers will not only beable to match the exact color of theirvehicle with premium PlastiKotepaint, they also will get “The PerfectFinish” they desire.

The PlastiKote Exact Color Scratch System is an all-in-onekit that contains everything needed to achieve The PerfectFinish:

• Convenient 2-in-1 paint applicator (nib and brush)• OEM exact color-matched scratch pen • Color coverage for top 23 best-selling car colors• Fast-drying, durable acrylic lacquer paints• Tamper-resistant security seal• New, simple numbering system• Easy-to-use Master Color Guide to find exact-match penPlastiKotewww.PlastiKote.com Rapid Response: 800-930-7204 ext. 43173www.FERapidResponse.com/43173


Classifieds

Rapid Response: 800-930-720 ext. 43202www.FERapidResponse.com/43202




NO Steel BallsNO Sands or OilsNO Prebalancing

www.BalanceMasters.com

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

Sun-Tech Innovations

Rapid Response: 800-930-7204 ext. 43204 www.FERapidResponse.com/43204


Call now to order or to receive a free 2012 catalog 1-800-434-5141www.autobodysupplies.com



YOUR

AD

HERE

!

TO ADVERTISE

IN THECLASSIFIEDS

CALLTom Staab

330-670-1234 ext 224

[email protected]


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4320

9 w

ww.

FERa

pidR

espo

nse.

com

/432

09Rapid Response: 800-930-7204 ext. 43210 w

ww.FERapidResponse.com

/43210

ClassifiedsRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 43

208

ww

w.FE

Rapi

dRes

pons

e.co

m/4

3208

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

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

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

SALES REPRESENTATIVES

Get FREE PRODUCT AND SERVICE INFO from the companies featured in this issue of

Fleet Equipment. It’s fast and easy!

➜ ➜ ➜ ➜ ➜ ➜


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

4306

3w

ww.

FERa

pidR

espo

nse.

com

/430

63

Advertiser Page Rapid Response Code Web LinkAfton Chemical Corp. 17 43017 wwwFERapidResponse.com/43017Bee Line Co. 36 43036 wwwFERapidResponse.com/43036BorgWarner Turbo Systems 28 43028 wwwFERapidResponse.com/43028Carrier Transicold 25 43025 wwwFERapidResponse.com/43025Citgo Petroleum Corp. 5 43005 wwwFERapidResponse.com/43005CRC Industries 11 43011 wwwFERapidResponse.com/43011Double Coin Tires/CMA, LLC 31 43031 wwwFERapidResponse.com/43031Espar Products 26 43026 wwwFERapidResponse.com/43026Espar Products 27 43027 wwwFERapidResponse.com/43027Federal Mogul/National BCA 38 43038 wwwFERapidResponse.com/43038Federal Mogul/National BCA 39 43039 wwwFERapidResponse.com/43039Fras-Le North America Inc. 33 43033 wwwFERapidResponse.com/43033Fuel Defend 53 43053 wwwFERapidResponse.com/43053Great Dane Trailers 3 43003 wwwFERapidResponse.com/43003Haldex Brake Systems Inc. 29 43029 wwwFERapidResponse.com/43029Hankook Tire America Corp. 13 43013 wwwFERapidResponse.com/43013IMI 55 43055 wwwFERapidResponse.com/43055Labelmaster 20 43020 wwwFERapidResponse.com/43020Marangoni Tread North America Cover 3 43065 wwwFERapidResponse.com/43065Mitsubishi Electric 21 43021 wwwFERapidResponse.com/43021Mohawk Lifts 58 43058 wwwFERapidResponse.com/43058Myers Tire Supply 57 43057 wwwFERapidResponse.com/43057Myers Tire Supply InsertNAPA Cover 2 43067 wwwFERapidResponse.com/43067NTEA 53 43053 wwwFERapidResponse.com/43053NTN Bearing Corp. 37 43037 wwwFERapidResponse.com/43037Old World Industries 7 43007 wwwFERapidResponse.com/43007Old World Industries 9 43009 wwwFERapidResponse.com/43009Onspot of North America 54 43068 wwwFERapidResponse.com/43068Peterbilt Motors Co. Cover 4 43066 wwwFERapidResponse.com/43066PPG Industries 49 43049 wwwFERapidResponse.com/43049Rud-Chain Inc. 56 43056 wwwFERapidResponse.com/43056SAF-Holland Inc. 30 43030 wwwFERapidResponse.com/43030Saf-Tee Siping/Grooving 63 43063 wwwFERapidResponse.com/43063Sata Spray Equipment 52 43052 wwwFERapidResponse.com/43052Shell Lubricants 14 43014 wwwFERapidResponse.com/43014Shell Lubricants 15 43015 wwwFERapidResponse.com/43015SKF 32 43032 wwwFERapidResponse.com/43032Thermo King Corp. 23 43023 wwwFERapidResponse.com/43023Timken 40 43040 wwwFERapidResponse.com/43040TMW Systems 19 43019 wwwFERapidResponse.com/43019Truck-Lite Co. 24 43024 wwwFERapidResponse.com/43024UCoat It America LLC 59 43059 wwwFERapidResponse.com/43059VDO RoadLog 16 43016 wwwFERapidResponse.com/43016

Reader Response Pagesponsored by

Summer of 1974 marked the begin-ning of Fleet Maintenance & Specify-ing, forerunner to the current Fleet

Equipment magazine. A fleet story in that issue be-gins: “Well-maintained serviceable revenue equip-ment is the most important asset of a motor carrier.”It goes on to talk about the value of a good mainte-nance program and dedicated staff. It’s a concept

that has not changed in 38 years, but thecover of that issue illustrates the aero-dynamics of trucks have changed sig-nificantly since then.

Eleven years later, themagazine is now pub-lishing under the nameFleet Equipment. Takenote of the cover line

that reads “Fleet uses CNG.” This is atopic that remains of interest now, morethan 25 years later. However, while thestory inside outlines a fleet’s experiencewith CNG that might be similar to a storyyou could read today, the fact that the fleetreported: “Maintenance records are keptmanually and each vehicle has a card file

that is pulled on a regular basis and checked…”belies the fact that this fleet operated prior toshop computers. Another feature in the issue listsengine life at about 350,000 miles—a far cryfrom today’s one million mile engines.

Another cover change thatoccurred in 2001 sports a hor-izontal photo. In that year,and issue, it was announcedthat the Michelin X-One

wide-base single tire was being introduced fordrive (XDA) and trailer (XTA) positions. Also,

the editorial that month noted that “businesswas down for most carriers,” but truck sales reportswere a mixed bag for OEMs that June, which was justthree months before the Sept. 11 terrorist attack on theWorld Trade Center in New York City. /


• Equipment TechnologyTechnician Training

• Before & After(market)Equipment Leasing

• Fleet ProfileInterview with a successful fleetmanager

FLEET EQUIPMENT (ISSN 0747-2544)(October 2012, Volume 38, Number 10): Publishedmonthly by Babcox Media, 3550 Embassy Park-way, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paidat Akron, OH 44333 and additional mailing of-fices. 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.

Proud Members of:

Proud Supportersof:

Coming in

Call David Moniz at(330) 670-1234 Ext. 215About Advertising Opportunities!

PostScript

‘74

Changing face of FE:keeping pace with the times

‘85

‘01



Fleet Equipment, October 2012

Documents

fleet managerknowshas

fleet equipmentour industry

fleet equipment magazine

fleet managers arefinding

fleet maintenance specifying

ng trucks

lower price of ng

cost of fuel