THE RESOURCE FOR MANAGERS OF CLASS 1-7 TRUCK FLEETS WWW.WORKTRUCKONLINE.COM MAY/JUNE 2011 VOL. 5 NO. 3 THE DRIVE (TIRE) THE DRIVE (TIRE) TOWARD FUEL ECONOMY TOWARD FUEL ECONOMY STRATEGIES STRATEGIES FOR HANDLING FOR HANDLING HIGH FUEL PRICES HIGH FUEL PRICES MITSUBISHI FUSO MITSUBISHI FUSO LAUNCHES 2012 LAUNCHES 2012 CANTER FE/FG SERIES CANTER FE/FG SERIES PROS & CONS OF CNG PAGE 22 TRUCK ACQUISITION STRATEGIES PAGE 28 PG&E ELECTRIFIES BUCKET TRUCK FLEET PAGE 36 4500/5500 NAMED 2011 MD TRUCK OF THE YEAR NAMED 2011 MD TRUCK OF THE YEAR
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WT0511isuzu.indd 1 4/11/11 12:04:50 PM
THE RESOURCE FORMANAGERS OF CLASS 1-7TRUCK FLEETS
WWW.WORKTRUCKONLINE.COMMAY/JUNE 2011
VOL. 5 NO. 3
THE DRIVE (TIRE)THE DRIVE (TIRE)TOWARD FUEL ECONOMYTOWARD FUEL ECONOMY
SMARTER.At Ford Fleet, we never stop learning. We believe in continually pushing ourselves to bring the best thinking and innovations to market. Our exclusive Crew Chief™ feature* is just one example. It provides real-time telematics, for tracking routing times, fuel economy, vehicle performance/maintenance, engine idle times, even vehicle speed and location. With online access to Crew Chief’s customizable tools and displays, fl eet managers get critical, up-to-date information exactly when they need it. Ford Fleet. Get More.
2 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Features
Departments
16 RAM CHASSIS CAB NAMED 2011 MEDIUM-DUTY TRUCK OF THE YEARWork Truck magazine names Class 4 and 5 Ram 4500/5500 Chassis Cab its 2011 Medium-Duty Truck of the Year.
18 STRATEGIES FOR DEALING WITH FUEL CHALLENGESFuel costs are a top concern nationwide, and more so for fl eets whose operations require the use of larger, more fuel-consuming vehicles and equipment. Truck fl eet managers share their strategies for dealing with escalating fuel costs.
22 ARE NATURAL GAS VEHICLES RIGHT FOR YOUR FLEET?A growing number of fl eets have already made the switch to compressed natural gas after weighing the benefi ts and challenges.
28 CASH, FINANCE, OR LEASE: WHICH TRUCK ACQUISITION STRATEGY WORKS BEST?Determining the acquisition strategy that works best for individual company fl eets is a daunting process. Industry experts pose and answer questions to help fl eet managers make this important decision.
32 THE DRIVE (TIRE) TOWARD FUEL ECONOMYTread design tweaks help lower resistance.
34 MITSUBISHI FUSO LAUNCHES ALL-NEW 2012 CANTER FE/FG SERIES WORK TRUCKSFive all-new models were introduced for the Class 3-5 vocational market under the Canter name for the fi rst time in North America.
36 PG&E ADDS HYBRID-ELECTRIC BUCKET TRUCKSPacifi c Gas & Electric Company (PG&E) added about 100 hybrid-electric bucket trucks in 2010 and has ordered 125 more as part of its fl eet green-ing efforts.
4 ON THE WEB
6 LETTERS■ Speed Limiters on MD Trucks
■ Defi nition of a Truck
8 TRUCK NEWS ■ Truck Tire Prices Rise
■ Freightliner’s New SmartPlex Electrical System
12 STATS■ 2010 Operating Costs for Full-Size Vans
■ Total Fleets Purchasing “Green” Trucks in 2011
38 TRUCK PRODUCTS ■ DuraClass Dump Bodies
■ Supreme Corp. Aero Body
40 END OF FRAME EDITORIALTraits of Successful Truck Fleet Managers
WORK TRUCK MAGAZINE (CDN IPM# 40013413) is published bi-monthly, by Bobit Business Media, 3520 Challenger Street, Torrance, California 90503-1640. POSTMASTER: Send address changes to Work Truck P.O. Box 1068 Skokie, IL 60076-8068. Please allow 8 to 16 weeks for address changes to take effect. Please address Editorial and Advertising correspondence to the Executive Offi ces at 3520 Challenger Street, Torrance, California 90503-1640. The contents of this publication may not be reproduced either in whole or in part without consent of Bobit Business Media. All statements made, although based on information believed to be reliable and accurate, cannot be guaranteed and no fault or liability can be accepted for error or omission.
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WT0511toc.indd 2WT0511toc.indd 2 4/12/11 7:35:21 AM4/12/11 7:35:21 AM
Read the full story and more at:
www.arifleet.com/partnersatwork
ROB HOYSGAARDUtility Fleet Expert
As a power industry specialist, Rob focuses his energy on innovative fleet management solutions that help ARI’s utility partners succeed.
Partners at Work
Vehicle reliability and readiness are always critical. But perhaps never more than when you’re managing a
1,000-vehicle fleet covering three northwestern states. ARI ensures every passenger car, pickup, bucket truck
and digger derrick is at the ready. Our team also helped reduce fleet expenses by $1.3 million over three
years while the fleet size grew 30%! From acquisition and maintenance to fuel and compliance services, to
consulting and remarketing, there’s no limit to what ARI can do. Some call it going “above and beyond.”
We call it, “partners at work.”
Driven Fleet Professionals. Driving results.
For our fleets in Big Sky Country and beyond, the sky’s the limit.
WT0511toc.indd 3WT0511toc.indd 3 4/12/11 7:35:34 AM4/12/11 7:35:34 AM
4 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
FREIGHTLINER TRUCKS TO OFFER PRE-WIRE OPTION FOR TELOGIS TELEMATICS PLATFORMAvailable in Cummins-equipped Freightliner Business Class M2, 108SD, and 114SD vocational trucks.
NREL RELEASES HYBRID ELECTRIC FLEET STUDYThe year-long technology evaluation of gasoline hybrid electric trucks in the FedEx fl eet can be accessed at www.worktruckonline.com/Channel/Green-Fleet.
NEW INTERNATIONAL WORKSTAR FEATURES SLOPED HOOD, UPGRADED INTERIORThe new sloped hood option provides best-in-class visibility for the driver while the completely refi ned interior has ergonomic enhance-ments and improved comfort features.
MITSUBISHI FUSO TO RESUME TRUCK PRODUCTIONThe company announced it would start limited vehicle assembly on March 29, 2011 at its main Kawasaki, Japan plant, in a move intended to support the company’s customers around the world.
ENERGY XTREME WINS THE WORK TRUCK SHOW 2011 GREEN AWARDThe company is recognized for its new U36 Crossover mild-hybrid plug-in system.
Use the navigator on the WorkTruckOnline.com home page to browse the latest articles from the channels. Enter a channel to view in-depth news, articles, tools, calculators and more related to that specifi c topic.
May/June’s Web Channel Highlight: MOBILITYView strategies for how to increase real-time control and com-munication within your fl eet. The resources provided in this channel will educate you on how to enhance the capabilities of your drivers and fi eld workers to meet customer expectations.
▲ Siemens Streamlines Vehicle Relocation
▲ Managing Your Off-Road Fleet from a Desktop
▲ Bright Ideas Energize Fleet Management
▲ 9 Mistakes to Avoid When Playing ‘Musical Cars’
▲ How Can Telematics Help Your Fleet?
Industry Trendss Telematics Safety Remarketing Fuel
the 5
THE FLEET CHANNELS
WORKTRUCKONLINE.COM TOP 5 MOST POPULAR STORIES AS OF APRIL 12, 2011
1
2
3
4
5
What We’re Blogging About
MARKET TRENDSBy Mike Antich
www.worktruckonline.com/
blog/markettrends.aspx
April 1Time to Add a New Component in Calculating Total Cost of Ownership
March 11Beware of Expunged MVR Records
February 28Higher Raw Material Costs Put Upward Pressure on Replacement Tire Prices
February 15In a Slow Economy, Driver Violations Increase
FLEET BLOGSThe Voice of the Fleet Community
(www.fl eetblogs.com)
April 8: Musings on the Eve of the Fleet Executive of the Year Awardby Wayne Smolda
April 6: Myth Busted: Changing your air fi lter saves MPGby Steve Fowler
March 30: Here’s a Tip, and Keep the (Annoying) Changeby Elisa Durand
March 23: Increase Your Net Worthby Anonymous Public Fleet Manager
Interested in starting your own blog? Go to www.fl eetblogs.com for more information
ANTICH
FLETCHER
CHATTY CHASSIS By Lauren Fletcher
www.worktruckonline.com/
Blog/Talking-Truck.aspx
March 22Hitting the Road: Freightliner in Las Vegas
March 8Hitting the Road: The Work Truck Show – The Products
March 7Hitting the Road: The Work Truck Show – The Events
That’s what you get with Ford gas engines and transmissions.A higher build level means you’re getting engine and transmission assemblies built to the exacting specifi cations of Ford Motor Company. So you not only get the quality build you expect in an assembly from Ford, but also one that’s built by using parts that keep it specifi c to year, make and model as well as emissions calibrations.
Introducing the all-new 3-Year Unlimited-Mile Warranty – No Commercial ExceptionsFord gasoline engines and transmissions are covered by a three-year/unlimited-mile warranty.* All warranties are backed by Ford Motor Company. They’re also supported by more than 3,500 Ford and Lincoln Mercury Dealerships nationwide as well as at their originating place of service.
Plus, unlike some competitors, the warranty is good for fl eet vehicles. That means you get the same advantages and coverage for commercial use, no exceptions.
For technical questions, contact the Powertrain Assistance Center at 1-800-392-7946 or visit FordParts.com.*See dealer for limited-warranty details. Remanufactured diesel engines are covered by a two-year/unlimited-mileage warranty.
1000 W. University Dr., Ste. 209Rochester, MI 48307
(248) 601-2005 Fax: (248) 601-2004
Regional Sales ManagersEric Bearly
(310) 533-2579
Joni Owens(310) 533-2530
Sales CoordinatorTracey Tremblay
Business and Editorial Offi cesBobit Business Media
3520 Challenger St.Torrance, CA 90503Fax: (310) 533-2503
ChairmanEdward J. Bobit
CEOTy Bobit
Chief Financial Offi cerRichard E. Johnson
Editorial ConsultantHoward Rauch
Change Service Request Return AddressHallmark
P. O. Box 1068 Skokie, IL 60076-8068
Autom
otive Fleet
WT0511letters.indd 6WT0511letters.indd 6 4/11/11 8:24:38 AM4/11/11 8:24:38 AM
BusinessLink helps eliminate the potholes that can slow your business down.
The vehicles your business needs. The service you deserve.At Dodge and Ram, we know there’s no time for downtime. Your BusinessLink dealer will help you fi nd solutions that cut vehicle costs and help you save time, avoid hassles and keep your business vehicles running smoothly.
BusinessLink means convenient one-stop sales and service:
• Free membership, no dues, no fees
• Priority “next-available bay” service
• Extended service/repair hours
• Free loaners for selected vehicles
• Free shuttle service
• On The Job* incentives — including up to $1,000† allowances for commercial upfi ts, commercial accessories or extended service contracts
Designed and engineered to perform in the most demanding work environments
Available for virtually every truck on the road today
The best selection of options to customize your truck cap for any fleet or commercial application
Retractable truck bed covers maximize versatility and work-site truck security
Nationwide manufacturing and distribution locations in Pennsylvania, Indiana, California and Washington save transportation expense and reduce delivery times
Installation, service and warranty support
Build your fleet on our strong foundation.
Call today: 1.888.832.1197 or visit: www.leerfleet.com/nationwide www.pace-edwards.com
Encore 1000 Commercial Cap
Rugged CommercialCaps & RetractableTruck Bed Covers
Retractable Utility Bed Cover
TRUCK NEWS CONTINUED
INDIANAPOLIS – Freightliner
Trucks introduced the SmartPlex
Electrical System for the Freight-
liner 114SD and Business Class M2
platforms. The electrical system
provides fl exibility for truck equip-
ment manufacturers (TEMs) when
confi guring a truck to suit specifi c
10 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Freightliner Introduces New SmartPlex Electrical Systembody installations, according to
Freightliner.
The SmartPlex Electrical System
uses Freightliner’s proprietary con-
trol modules that connect to the J1939
data bus, controlling power to lights
and TEM equipment. SmartPlex also
introduces the SmartPlex fl ex switch
and lamp module — capacity for up
to 24 switches is located in the over-
head compartment — which can be in-
stalled, programmed, and labeled by
TEMs for specifi c body needs.
Laser-etched plastic inserts with
icons that are appropriate for each in-
dustry and/or the type of truck are also
provided, allowing TEMs to snap the
inserts into corresponding switches.
The system expands the total number
of switches and lamps that can be con-
nected to 35 (includes dash switches),
a signifi cant increase.
The SmartPlex Electrical system is
accessed using Freightliner ServiceLink
software, which communicates direct-
ly with the Freightliner proprietary
control modules. ServiceLink allows
TEMs to confi gure programming for
unique needs — all in the comfort of
their own facility. This provides trace-
ability back to Freightliner dealers,
easing service in the fi eld for trucks
with TEM equipment.
Leggett & Platt & Landi Renzo Partner on NGVsATLANTA – Leggett & Platt Com-
TOTAL OPERATING COSTS 0.2039 $308.71 0.2009 $364.46 0.2145 $427.35
CENTSPERMILE
DOLLARSPER
MONTH
CENTSPERMILE
DOLLARSPER
MONTH
CENTSPERMILE
DOLLARSPER
MONTH
24,000- 48,000 MILES
<24,000 MILES
48,001-80,000 MILESTOTAL
UNITS:85,083
BODYLENGTH
APPROXCA*
9 ft. 60 in. 10 ft. 72 in.12 ft. 84 in.14 ft. 108 in.16 ft. 120 in.18 ft. 138 in.20 ft. 150 in.22 ft. 162 in.24 ft. 175 in.26 ft. 190 in.28 ft. 205 in.
Average U.S. National Per-Gallon Diesel Fuel PriceTrend
July 10 Aug. 10
$2.93$2.96
Sept. 10
$2.95
Oct.10 Nov. 10
$3.06$3.14
Dec. 10
$3.24
Jan. 11
$3.38
Feb. 11
$3.54
Mar. 11
$3.97
Mar. 10
$2.91
Apr. 10
$3.05
May 10
$3.07
June 10
$2.96
SO
UR
CE: W
OR
K T
RU
CK
MA
GA
ZIN
ESO
UR
CE: W
EX
SO
UR
CE: AF
RESEA
RC
H D
EPT
.
12 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
SOURCE: PENN STATE UNIVERSITY DEPARTMENT OF AGRICULTURE AND BIOLOGICAL ENGINEERINGSOURCE: NATIONAL TRUCK EQUIPMENT ASSOCIATION (NTEA) SOURCE: AF RESEARCH DEPT.
WT_14-15.indd 15WT_14-15.indd 15 4/12/11 7:27:12 AM4/12/11 7:27:12 AM
Work Truck magazine named the Class 4 and 5 Ram 4500/5500 Chassis Cab its 2011 Medium-Duty Truck of the Year. By Lauren Fletcher
16 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
The Class 4 and 5 Ram 4500/5500
were named Work Truck mag-
azine’s 2011 Medium-Duty
Truck of the Year.
Nineteen vehicles were included in
an online ballot and voted on by profes-
sional fl eet managers, who were asked
to consider which medium-duty truck
model best fi t their fl eet requirements,
including application effectiveness, du-
rability, quality, servicing, maintenance,
and lifecycle costs.
“We are very pleased
that the Ram 4500/5500
Chassis Cab was named
the 2011 Medium-Duty
Truck of the Year,” said
Pete Grady, vice pres-
ident, Network Devel-
opment & Fleet for the
Chrysler Group LLC. “We take pride in
this truly fl eet-oriented award, as it was selected by professional fl eet customers
from across the country.”
BUILT FOR TOWING
Ram Chassis Cab trucks are specifi cal-
ly designed for towing. The new Ram
4500/5500 Chassis Cab GCWR upgrade
is part of an optional “Max Tow” pack-
age, available on both regular and crew
cab models and in 4x2 and 4x4 confi g-
urations. The Ram Max Tow package
includes a new transfer case gear set as
well as chain and sprocket upgrades,
recalibrated transmission software, and
an enhanced collection of thermal man-
agement devices.
Ram 4500 and 5500 Chassis Cab trucks
come equipped with the commercial-grade
6.7L Cummins Turbo Diesel engine that
produces 305 hp at 2,900 rpm and 610
lb.-ft. of torque at 1,600 rpm.
Max Tow is available on Ram Chas-
sis Cab trucks equipped with the option-
al commercial-grade Aisin 6-speed au-
tomatic transmission and 4.88 rear-axle
ratio. A 4.44 axle is standard on 4500
models and not available with the Max
Tow package. A class-exclusive 6-speed
manual transmission is standard on Ram
4500 and 5500 Chassis Cab models.
The 30,000-lb. GCWR gives the
Ram Chassis Cab a 4,000-lb. increase
CHASSIS CAB NAMED2011 MEDIUM-DUTY TRUCK OF THE YEAR
The 2011 Medium-Duty Truck of the Year provides truck fl eets with:
■ Max Tow – a towing package available on both regular and crew cab models and in 4x2 and 4x4 confi gurations.
■ Maximum upfi t-friendliness with an industry-standard 34-inch frame rail spacing and fl at, clean frame rails on a one-piece C-channel rear-frame rail with 50,000-psi steel strength.
■ Programmable features, including speed limiters and shut-down timers.
AT A GLANCE
Work Truck magazine Associate Publisher Robert Brown (second from right) presents the 2011 Medium-Duty Truck of the Year Award to the Ram Chas-sis Cab team, (left) Joe Veltri, vice president, Product Planning; Fred Diaz, president and CEO Ram Truck Brand and head of National Sales; and Scott Kunselman, senior vice president, Engineering. Shown in back is the 2011 Ram 4500 Chassis Cab.GRADY
WT0511ram.indd 16WT0511ram.indd 16 4/11/11 8:30:05 AM4/11/11 8:30:05 AM
www.worktruckonline.com MAY/JUNE 2011 WORK TRUCK 17
in trailer-towing capabilities, up to a
maximum of 22,300 lbs. on a Ram
4500 or 5500 Chassis Cab equipped
with a 6-speed automatic transmission
on Class 4 Chassis Cab trucks.
“The commercial truck segment is
all about total cost of ownership,” said
Fred Diaz, Ram Truck president, CEO,
and head of U.S. sales – Chrysler Group
LLC. “When you account for fuel econ-
omy, brake wear, tire wear, and the best
powertrain warranty in the business,
Ram Chassis Cab trucks offer the low-
est cost of ownership.”
PROVIDING UPFIT FRIENDLINESS
Maximum upfi t-friendliness is achieved
with industry-standard 34-inch frame
rail spacing and fl at, clean frame rails
on a one-piece C-channel rear-frame
rail with a best-in-class 50,000-psi
steel strength, according to Ram
Truck. All chassis components are
below the frame surface, allowing
easy adaptability and versatility for
upfi t applications.
Further improving upfi tter-friendliness,
2011 Ram 4500 and 5500 Chassis Cabs
feature four all-new upfi tter switches
integrated on the instrument panel. Each
switch is linked to an auxiliary power
distribution center (PDC) located under
the hood, which includes one fused 20-
amp battery feed and one fused relay-
controlled 20-amp ignition. In addition to
these feeds, the PDC supports four new
customizable switches. Two switches
are ignition-fed, and the remaining
two are either battery- or ignition-fed.
Switch outputs are found under the
hood in a connector for further ease
of upfi t. A seven-circuit trailer harness
and a special upfi tter jumper cable —
a wiring harness for ancillary power
needs — are both standard.
Upfi tter wire circuits and electrical
schematics are identifi ed in the man-
ufacturer’s Body Builder Guide. With
built-in tandem PTO capability, all mod-
els feature a heavy-duty cooling system
in order to meet additional heat loads
that are often generated from PTO up-
fi ts and/or extreme hauling.
A special capped auxiliary fuel line
on the fuel tank facilitates the use of
auxiliary equipment running on fuel.
The fuel fi ller is routed through the
frame, and an optional 22-gallon mid-
ship fuel tank frees up more space be-
hind the rear axle for special upfi t ap-
plications. Fuel and brake lines are
routed together on the frame’s driver
side to make better use of space along
the frame, which also provides clear-
ance for rear exhaust routing.
Ram Chassis Cab also employs a
Cummins commercial-grade DEF
system that is placed out of the way of
upfi t zones, saving time and money in
the upfi t process.
PROGRAMMABLE FEATURES
For 2012, the Ram Chassis Cab has a
customer-selectable maximum speed.
Ram Chassis Cabs can be ordered from
the factory — or programmed by a
Ram Truck dealer at no charge — with
55, 60, 65, 70, or 75 mph speed limits.
According to the manufacturer, Ram
4500 and 5500 Chassis Cab trucks
have a best-in-class standard 87 mph
top speed, an important feature for fi re,
ambulance, and other safety and rescue
roles. A fi ve-minute shutdown timer is
also available.
The 2012 Ram 4500 and 5500
medium-duty Chassis Cab commercial
trucks will be available with an optional
30,000-lb. GCWR, an increase from
26,000 lbs. The 2012 Ram Chassis Cab
with Max Tow will reach dealerships
in the third quarter of 2011. Max Tow
pricing will be announced closer to
launch.
For more information, visit www.
ramtrucks.com/commercial. WT
WT0511ram.indd 17WT0511ram.indd 17 4/11/11 8:30:27 AM4/11/11 8:30:27 AM
STRATEGIES FOR
FUEL CHALLENGESFUEL CHALLEFuel costs are a top concern nationwide, and more so for fl eets whose operations require the use of larger, more fuel-consuming vehicles and equipment. Truck fl eet managers share their strategies for dealing with escalating fuel costs. By Grace L. Suizo & Thi Dao
18 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Oil prices are all over the
radar, especially as un-
rest in oil-producing coun-
tries has contributed sig-
nifi cantly to increased cost. While an
average commuter can complain about
a hike in fuel prices, fl eets purchasing
fuel for hundreds or thousands of vehi-
cles have more to be concerned about.
In a recent survey of commercial fl eet
managers, the rapid escalation of fuel
prices was cited as one of the top chal-
lenges facing fl eets in 2011.
Retail gasoline prices were up to a
nationwide average of $3.69 per gal-
lon as of April 5, while diesel was at
$3.99, according to OPIS (Oil Price
Information Service), a provider of
petroleum pricing and news informa-
tion. Compare this to $3.07 gasoline
prices at the beginning of this year
($3.32 diesel), and many fl eets have
reason to be concerned prices may
rise even higher.
FACTORS AFFECTING OIL
PRICES
According to Denton Cinquegrana,
senior markets editor, west coast, for
OPIS, the three factors affecting fuel
prices are geopolitics,
equities, and the value
of the dollar.
Supply is not so much
the issue — while the
oil market has already
taken into account that
some countries won’t be
exporting oil, what it doesn’t like is un-
certainty in MENA (the oil-producing
countries of the Middle East and North
Africa). “The unrest in the oil-produc-
ing countries really have this market
on edge,” Cinquegrana said.
In addition, oil prices are in tune with
equities and inversely related to the dol-
lar — if the dollar weakens, oil prices
will most likely go up, he said.
The high cost of diesel is a top con-
cern for truck fl eet managers, and
the price difference between oil and
gas seems to be rising. Cinquegrana
doesn’t think the early-April 30-cent
fuel price difference is going away any
time soon.
“I think the disparities are going to
stay pretty wide,” he said. While the
U.S. is more gas-centric, “a lot of oth-
er nations around the world, partic-
ularly developing nations, are more
diesel- centric, so diesel is more in
tune to economic factors around the
globe,” he explained. Cinquegrana be-
lieves this is why diesel has been more
expensive than gasoline over the past
couple of years.
RIGHTSIZING & IDLE
REDUCTION
With rising fuel prices signifi cantly im-
pacting fl eet budgets, many fl eet man-
agers have done their part to prepare
as best as possible. Several of Automo-
Fleet managers have enacted some of the following techniques to handle rising fuel prices:
■ Revising fuel budgets.
■ Rightsizing vehicles.
■ Reducing idling through GPS tracking.
■ Ensuring fuel card compliance.
■ Educating drivers about fuel- effi cient driving.
■ Utilizing fuel hedging programs.
■ Exploring alternative-fuel programs.
AT A GLANCE
100.0
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11
DIESEL VS. GAS BASIS IN CENTS PER GALLONA cost compari-son of diesel and gasoline prices show that in late 2008, diesel cost almost $1 more per gallon than gasoline (94.1 cents in Novem-ber 2008). As of March, the dis-parity hovered just under 40 cents per gallon.
www.worktruckonline.com MAY/JUNE 2011 WORK TRUCK 19
tive Fleet’s 2010 Top 100 Truck Fleets
shared strategies for dealing with fuel
over the past year.
Joy Global, parent company of P&H
Mining and Joy Mining Machinery,
operates a global fl eet of 1,400 work
trucks, 700 of which are in the U.S. and
Canada. These include Ford Escapes,
F-150 and F-250 pickups, some F-550s,
heavier service trucks, and semis. Small-
er vehicles operate on gasoline (about
75 percent of the fl eet), and the rest are
diesel-powered.
According to Mike
Butsch, director of
global fl eet operations
for Joy Global, having
learned from fuel price
hikes in the past, the
company began “an
aggressive program
of rightsizing.” The company began
moving from F-150s to Escapes and
Fusions for its sales positions begin-
ning in 2007. All applicable vehicles
will be switched out by MY-2012, and
lifecycle savings on the approximately
150 rightsized vehicles is expected to
total $1.5 million. Switching smaller
vehicles (F-550 and smaller) to run on
gasoline has also resulted in decreased
fuel spend.
In addition, since deploying fl eet
In January, monthly average unleaded gasoline prices exceeded $3 for the fi rst time since October 2008. Diesel prices as of March were escalating to-ward $4, a price not seen since 2008.
SOURCE: OPIS
management software and satellite-
based GPS tracking, the fl eet has re-
duced idle time by about 75 percent,
further reducing fuel use, he said.
With these measures already in
place, Joy Global is not as affected
by fuel prices as it could be. “We’ve
effected enough of a decrease in use
to make up for the increase in cost,”
Butsch said.
As for budgeting for fuel prices, “We
always budget a little more than what
we think we’re going to use to allow
for some fl uctuation,” he said. In fact,
Butsch, forecasting rising costs this year,
budgeted $4 per gallon, but also bud-
geted for reduced consumption.
National auto and home insurance
provider State Farm has also switched to
smaller, more fuel-effi cient models.
“Rising fuel costs have had quite an
impact on our operating costs,” accord-
ing to Dick Malcom, fl eet manager for
State Farm. “These vehicles are neces-
BUTSCH
In January monthly average unleaded gasoline prices exceeded $3 for the
DOLLAR
S PE
R GA
LLON
DATE
JAN 10
*Through March 28, 2011
FEB 10 MAR 10 APR 10 MAY 10 JUN 10 JUL 10 AUG 10 SEP 10 OCT 10 NOV 10 DEC 10 JAN 11 FEB 11 MAR 11*
What is Vehicular Natural Gas? Vehicular natural gas is the same “blue
fl ame” gas that is used in factories, busi-
nesses, and homes for industrial process-
es, heating, water heating, cooking, and
other domestic uses. Natural gas is com-
prised primarily of methane (CH4), an
energy dense single carbon molecule
that produces far fewer harmful emis-
sions than either gasoline or diesel when
combusted. While most natural gas used
today is a fossil fuel extracted from de-
posits found deep within the earth, a
24 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
NGV Analysis
growing amount of renewable natural
gas produced from landfi lls, sewage
plants and agricultural waste (referred to
as bio-gas or bio-methane) is being uti-
lized, including by some fl eets.
Since nearly 98 percent of all nat-
ural gas used in the U.S. comes from
North America, proponents argue that
increased use, especially in the trans-
portation sector which currently relies
heavily on imported oil, is a viable path
for the United States to achieve greater
energy independence now and for the
foreseeable future.
“The existing and growing U.S. re-
serves of well gas and bio-methane are
more than enough to absorb tremendous
growth in the transportation sector,” said
Yborra. “The 115,000 NGVs on U.S. roads
today account for less than one-half of
1 percent of all U.S. natural gas use, so
there’s lots of room to grow.”
How Do NGVs Work? NGVs use internal combustion engines
that are very similar to those that run
on gasoline or diesel. Most NGVs avail-
able today use spark-ignited engines, al-
though some of the largest natural gas
engines use compression ignition, uti-
lizing a small amount of diesel “pilot”
fuel. Light-duty sedans and pickups and
some smaller medium-duty trucks use
spark-ignited engines that may be ei-
ther dedicated (runs exclusively on nat-
ural gas), or bi-fuel (designed to run ei-
ther on natural gas or gasoline but not
both at same time). Nearly all spark-ig-
nited medium- and heavy-duty engines
run dedicated only.
Natural gas may be stored onboard in
one of two ways, either as CNG or LNG,
although in all but the largest natural
gas engines, fuel is fed to the combus-
tion process as a gaseous vapor at pres-
sures similar to gasoline or diesel. LNG
is currently used in less than 5 percent
of NGVs with nearly all used by heavy-
duty trucking and some transit bus op-
erations because its density allows for a
smaller fuel system footprint. CNG is
far more prevalent and the fuel system
is available in all light-duty vehicles and
most medium-duty work trucks.
Today’s CNG systems operate at
3,600 lbs. per square inch (psi) although
some older NGVs still on the road to-
day were designed using 3,000 psi fuel
storage systems and many CNG sta-
tions still offer both pressures. Differ-
ent fuel nozzles and receptacles ensure
that the higher pressure gas may not
be errantly loaded into the lower pres-
sure vehicles.
CNG systems comprise:
■ Storage cylinder(s). Four types of
cylinders are available. At one end of the
spectrum are steel cylinders, which are
cheapest but heaviest. At the other end
are composite materials cylinders which
are more expensive but lighter. All meet
the same stringent strength and safety
regulations.
■ High-pressure fuel line, which
serves as the pathway for CNG to trav-
el from the cylinders to the engine com-
partment.
■ Pressure regulator, which drops
the gas pressure to the required fuel-in-
jection system pressure.
■ Fuel injectors, which modulate
the amount of gas for combustion based
on demand.
■ Pressure relief device, which is a
built-in fi re safety feature to allow for
controlled venting of the gas at pres-
sures well below the cylinders’ design
“burst” pressure.
■ Various shut-off valves that al-
low for CNG system maintenance and
operation.
■ Brackets, protective plates, and other hardware to secure and protect
CNG system components.
General Motors’ Chevrolet Express and GMC Savana CNG vans use a four-tank system, with three tanks placed in underfl oor locations and one in the cargo area on the driver’s side. A three-tank system is also available.
WHICH TRUCKACQU ISITIONACQU Determining the acquisition strategy that works best for individual company fl eets is a daunting pro-cess. Industry experts pose and answer questions to help fl eet managers make this important decision. By Sean Lyden
28 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
When it comes to truck
acquisition strategies,
one size does not fi t
all. There are sever-
al factors to consider, including vehicle
replacement cycles, tax strategy, and
corporate accounting, just to name a
few. Even within the same fl eet, some
trucks are better suited for fi nance and
others for lease, depending on the type
of equipment upfi ts, special fi nancing
or leasing offers at time of acquisition,
and anticipated mileage.
How should fl eet managers deter-
mine whether to purchase, fi nance,
or lease the next truck? What is the
best way to discern which is the bet-
ter deal?
Here’s an overview of how each
strategy works and the pros and cons
of each to provide a guide to evaluat-
ing truck acquisition options.
■ CASH PURCHASE
MUST CASH BE AVAILABLE TO PURCHASE A TRUCK OUTRIGHT?
“Many small fi rms don’t have the
large amounts of cash needed for major
capital acquisitions in the fi rst place,”
said Ken Sibley, CPA, founder and
managing director of Dallas-based
accounting fi rm Sibley and Compa-
ny. When cash is not an option, fl eet
managers look to fi nancing or leasing
to conserve cash and spread out truck
payments on a monthly basis for a
specifi ed term.
IF CASH IS AVAILABLE, WHAT ARE ADVANTAGES TO PUR-CHASING TRUCKS OUTRIGHT?
■ Potential for lower acquisition cost. When a vehicle is fi nanced or
leased, interest charges, leasing fees,
etc., are added to the vehicle’s acqui-
sition costs. When a fl eet purchases
a vehicle outright, those fees are
not charged.
■ Greater control over depreciation. Depreciation is
the difference between the origi-
nal purchase price and the proceeds
received at vehicle resale. When a
company owns a vehicle outright, it
controls the resale pricing, with the
potential to sell it at retail pricing
versus wholesale.
■ Lower insurance cost. With loans
and leases, the bank or leasing com-
pany will require low insurance de-
ductibles, from $250-$1,000, which
can drive up insurance costs. When
a company owns a vehicle outright, it
controls what the deductibles will be.
The higher the deductible, the low-
er the cost.
■ Tax benefi ts. Vehicle purchases
may qualify for bonus depreciation
and/or IRS code Section 179 expens-
ing. (See sidebar on page 28.) Consult
the company’s CPA for specifi c rec-
ommendations.
When acquiring medium-duty trucks for fl eet, fl eet managers need to de-cide between:
■ Cash: The potential for lower acquisition costs, greater control over depreciation, lower insurance costs, and tax benefi ts.
■ Financing: The fi nance option offers many of the same ownership benefi ts of the cash purchase, while allowing the ability to conserve cash by providing the means to pay off the balance over time.
■ Leasing: A lease fi nances the use of a vehicle; [loans] fi nance the purchase of a vehicle.
www.worktruckonline.com MAY/JUNE 2011 WORK TRUCK 31
One of the greatest benefi ts of leas-ing a vehicle is knowing exactly what the monthly cost will be when ac-quiring and maintaining a vehicle.
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THE DRIVE ( TIRE )TOWARD FUEL ECONOMYTread design tweaks help lower resistance. By Mike Manges
32 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Trends in the medium-duty
truck tire market come and
go, but the drive to reduce
rolling resistance levels is
here to stay, according to Donn Kramer,
Goodyear Tire & Rubber Co. director
of marketing for commercial tires.
This extends not only to steer and
trailer tires, but drive axle tires as well.
That’s why more drive tires are rolling
off the assembly line with closed shoul-
der tread designs, Kramer noted.
“Open shoulder designs, which may
be more attractive in terms of perfor-
mance, are worse on fuel economy.
There are more voids in the tread so
there’s less rubber in contact with the
road. Also, there are generally more
sipes. Those extra sipes hurt rolling re-
sistance,” Kramer said.
In addition, open shoulder designs
are more susceptible to uneven wear,
which reduces tread life.
Kramer said 60 percent of a drive tire’s
fuel economy is derived from tread el-
ements. The rest is derived from other
components, such as compounding.
To reduce rolling resistance, “you
have to change the dynamics of the tire’s
lug elements, meaning they should be
stiffer. The stiffer they are, the better
it is for (lowering) rolling resistance.
But you can’t get them too stiff be-
cause that won’t be as good for trac-
tion,” Kramer said.
Technologies exist to inter-lock tread
lugs, Kramer noted, “and that’s what is
happening with closed shoulder drive
tires. You’re trying to stiffen the lug
elements as the tire rolls through its
footprint.”
Truck tire manufacturers also are
switching to silica-based compounds, an
effort driven by government-mandated
fuel economy requirements.
MAJOR SHIFT LOOMING?
Kramer said the focus on reducing roll-
ing resistance will continue as the gov-
ernment pushes for more fuel-effi cient
commercial trucks.
In June 2010, President Barack Obama
directed the U.S. Department of Trans-
portation (DOT) and the U.S. Environ-
mental Protection Agency (EPA) to
boost the fuel effi ciency of medium-
and heavy-duty trucks, starting with
2014 model-year vehicles.
The DOT and EPA are developing
rulemaking proposals to achieve the
objective. A fi nal rule will be issued
next summer.
“If (fuel effi ciency) standards simi-
lar to automobiles and light trucks go
into effect for trucks at some point in
the not-too-distant future, you’re going
to see tremendous emphasis on trying
to hit (low rolling resistance) targets,”
Kramer said.
If fuel effi ciency standards are set,
original equipment truck manufactur-
ers “will decide upon tire sizing and to
a greater extent tread designs.” WT
DON’T FORGET CASINGS(They’re an important component, too)
A big part of drive tires is their casing construction and how many times a
fl eet can utilize that casing by retreading it,” said Chris Hoffman, manager,
TBR and retread product marketing, Bridgestone Bandag Tire Solutions. “That’s
pretty important as fl eets try to keep their total operating costs low.”
All manufacturers, he said, want to design “a ‘super tire’ with the lowest roll-
ing resistance and the longest tread wear, (but) there are different stresses put
on a driven tire versus a free rolling tire.”
As tiremakers continue to develop new drive axle tires, “over time, you’re
going to see changes in tread designs, you’re going to see changes in compounds,
and you will see changes in casing construction, too,” Hoffman said.
Sixty percent of a drive tire’s fuel economy is derived from its tread elements, said Donn Kramer, Goodyear Tire & Rubber Co. director of marketing for commercial tires.
WT0511tire.indd 32WT0511tire.indd 32 4/11/11 8:58:10 AM4/11/11 8:58:10 AM
KEY FEATURES• Coordination of vehicle
upfi tting and delivery process
• Single point of contact throughout
up-fi tting and delivery process
• Door-to-door delivery of vehicles
• Pre- and post-inspection when needed
• Title, license, and registration prior to delivery
• Service to all 50 states, Puerto Rico, and Canada
• $6 million in primary insurance coverage
CLIENT BENEFITS• Reduced delivery times
• Quicker vehicle utilization
• Increased worker productivity
• Improved driver
satisfaction and morale
• Increased revenue
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Our Name Says It All
CWhen it comes to work truck logistics providers,
WorkTruck Transport has years of experience as part
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specialists. Our Turn Key Ready Delivery program
increases revenue and improves delivery times. We
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to upfi tters through delivery. We can even pick up your
used vehicles and take them directly to auction or a
remarketing center for immediate disposal. With our
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your work trucks will be back on the road quickly.
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LAUNCHES ALL-NEW 2012 CANTER LAUNCHES ALL-NEW 2012 CANTER FE/FG FE/FG SERIES WORK TRUCKSSERIES WORK TRUCKS
Five all-new models were introduced for the Class 3-5
vocational market under the Canter name for the
fi rst time in North America.
By Lauren Fletcher
34 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Mitsubishi Fuso Truck of
America (MFTA) is bring-
ing the name Canter to its
North American models
for the fi rst time. The automaker in-
troduced fi ve new models at the 2011
NTEA Work Truck Show in India-
napolis, covering weight ratings from
Class 3-5 and addressing vocational
market needs.
The lineup includes:
Weight Class
Model GVWR
Class 3 FE125 12,500 lbs.
Class 4 FE160 15,995 lbs.
Class 4 FE160CC 15,995 lbs.
Class 4 FG4X4 14,050 lbs.
Class 5 FE180 17,995 lbs.
“This is the most extensive redesign
we’ve undertaken in seven years,” said
Todd Bloom, president and CEO of
MFTA. “We had to develop new drive-
trains to meet EPA 2010 regulations,
of course. But we asked our designers
and engineers to go beyond that and
put everything they’ve learned about
powertrain technology and effi ciency
into the new Canter FE/FG series of
commercial trucks.”
The 2012 Canter lineup was designed
to signifi cantly lower the overall cost
of ownership. MFTA has improved
fuel economy by 10-20 percent and
extended service intervals to 18,000
miles. In addition, payload advantag-
es are up to 2,200-lbs. over the cur-
rent leading cabover with parts pric-
ing at 20-percent below the current
market leader, according to the man-
ufacturer.
These trucks are ideal for vocational
needs, such as dry freight, refrigerat-
ed delivery, landscaping, delicate car-
go transport, municipal roadwork, and
snow plowing.
Mitsubishi Fuso Trucks of America (MFTA) launched fi ve all-new Can-ter models in the North American market:
■ FE125, FE160, and FE180 in 12,500-,
15,995-, and 17,995-lb GVWR.
■ FE160CC (seven-passenger crew
cab model): 15,995-lb. GVWR.
■ FG4X4 (four-wheel-drive medium-
duty cabover): 14,050-lb. GVWR.
AT A GLANCE
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www.worktruckonline.com MAY/JUNE 2011 WORK TRUCK 35
Headline Here
CANTER FE MODELS ENABLE EASE IN UPFITTING
The Canter FE series features standard-
width 33.5-inch straight ladder frames,
designed with patterned holes at regular
intervals along its length and height,
to enable ease in body mounting and
to save weight without strength loss.
The frame is made with 56,565-psi-
yield-strength steel.
The 2012 model Canters feature
fully trimmed cabs that provide am-
ple driver space plus room for two
passengers.
The turning diameter for Canter FE
models with a 110.2-inch wheelbase
is 34.1 feet. These models also fea-
ture dual-caliper hydraulic disc ser-
vice brakes with vacuum servo assist
and ABS on all four wheels. The Can-
ter series also includes an electron-
ic brake priority override system for
added safety. All FE models feature
a 30-gallon fuel tank.
FG4X4 4WD CABOVER
Still the industry’s only four-wheel-
drive cabover, the Canter FG4X4 goes
where no other trucks can, thanks to
excellent ground clearance, locking
hubs, and front constant velocity joints
for sure-footed tracking and turning,
according to MFTA. Plus, the vehi-
cle uses heavy-duty axles, all-terrain
tires, transfer case, and more.
With a 14,050-lb. GVWR, it’s ide-
al for off-road use, light construction
as a dump truck, stake body, or util-
ity body — even snow plowing. No
matter how sloppy or slippery condi-
tions get, the FG4X4’s DUONIC au-
tomated transmission feeds continu-
ous power to all four wheels to help
maintain maximum traction.
The FG4X4 uses hydraulic drum
service brakes with ABS all around
and includes electronic brake priority
override system for added safety.
The FG4X4 features a 33-gallon
fuel tank.
STANDARD FEATURES OFFERED ON ALL MODELS
MFTA’s new 4P10 dual-overhead-
cam (DOHC), common-rail injected,
dual-turbocharged, intercooled four-
cylinder diesel engine is coupled to an
advanced Mitsubishi Fuso DUONIC
6-speed, dual-clutch automated manu-
al transmission. Adoption of Daimler
Commercial Truck’s BlueTec emissions
control system with selective catalyt-
ic reduction (SCR) emissions technol-
ogy brought the new drivetrain into
EPA 2010 compliance.
All models include easy-to-read
instrumentation, with the instru-
ment multi information display pan-
el located in the driver’s direct line-
of-sight. Power windows and door
locks are standard, with one-touch
up and down on the driver’s window.
For added safety, the window drive
mechanism immediately stops the
window’s upward travel if it encoun-
ters an obstacle.
The center and right-hand seats
fold down to provide a work area for
the driver, and extra storage compart-
ments have been added to the cab area.
Models are available in fi ve cab col-
ors (Natural White, Arcadia Silver,
Jupiter Green, Mars Red, and Shan-
non Blue), and blue seat cloth is stan-
dard on all models.
Doors include a crush control beam
to increase frontal impact protection.
Offset door hinges allow the doors to
open 70 degrees, then push forward
several inches to provide full access
while limiting door extension into
traffi c or curbside obstructions. The
collapsible steering column offers tilt
and telescoping adjustments via a sin-
gle lever control.
The full line of Canter FE and FG
series trucks includes a three-year/un-
limited mileage bumper-to-bumper
warranty, four-year/unlimited mile-
age rust-through warranty, and fi ve-
year/175,000-mile powertrain limit-
ed warranty. WT
The Canter FG (left) and Canter FE Crew Cab models are ideal for vocational needs, such as dry freight, refrigerated delivery, municipal roadwork, landscaping, and more. Offering a 10- to 20-percent improvement in fuel economy, the full line of Canter FE and FG trucks include the industry’s only fi ve-year 175,000-mile powertrain warranty.
WT0511fuso.indd 35WT0511fuso.indd 35 4/11/11 9:02:41 AM4/11/11 9:02:41 AM
PG&EADDS HYBRID-ELECTRIC BUCKET TRUCKS
Pacifi c Gas and Electric Com-pany (PG&E) added about 100 hybrid-electric bucket trucks in 2010 and has ordered 125 more as part of its fl eet greening efforts.
By Carly Lanning
36 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Pacifi c Gas and Electric Com-
pany (PG&E) continues its ef-
forts to protect the environment
and reduce its carbon emissions
with the purchase of just under 100 hy-
brid-electric bucket trucks that delivered
at the end of 2010, and has ordered and
additional 125 units that will deliver in
the fi rst half of 2011. Of the company’s
12,000-vehicle fl eet, 3,072 already run
on alternative fuel or are on order.
PG&E has been working to reduce its
carbon footprint for the past 15 years,
contributing to the development of nat-
ural gas, plug-in, and hybrid vehicles
throughout its own fl eet and with oth-
er vehicles within the community such
as school buses, taxi cabs, and passen-
ger cars. The addition of these hybrid-
electric bucket trucks is another step in
the “green” direction.
DEVELOPING IN THE RIGHT DIRECTION
PG&E operates throughout a 75,000-
square-mile service territory, rang-
ing from north of Los Angeles to the
northern California border. The San
Francisco-based company replaces
500 to 1,600 vehicles annually, but it
expects to be on the higher end of the
range for the next several years.
The bucket trucks are built on Ford
F-550 chassis with Altec AT37 aer-
ial devices that will be powered by
JEMS48 hybrid units.
“We selected this application for a
variety of reasons, but primarily due
to the duty cycle of the vehicle. The
operation of the aerial device, tool cir-
cuit, and climate control in the cab are
the primary contributors to the idling
issue, and this system was designed to
help eliminate that,” said Dave Mei-
sel, director of transportation servic-
es, PG&E.
The trucks are shut off once they ar-
rive at the worksite, and the systems are
then battery-powered. PG&E expects
the battery to last a normal operating
shift, but in the event the battery were
to run low, the vehicle will automati-
cally restart to power the circuits and
recharge the battery.
While always looking for new al-
ternatives and ideas on how to better
the environment, Meisel recognizes
that there must always be a balance be-
tween the type of “green” vehicle and
the function it will perform.
“You need to understand the applica-
tion when applying vehicles and fuel to
certain situations,” he said. “There must
be an alignment between the application
of our technology and the product.”
A RICHER FUTURE
The goal of PG&E is to provide op-
erators with safe, reliable, and cost-
effective equipment while continuing its
fl eet greening efforts. “This purchase,
while signifi cant, is the fi rst of many
that will continue to show PG&E’s en-
vironmental leadership. We believe that
through technology, we can improve
our environment while reducing our
operating costs,” Meisel said.
PG&E expects the use of hybrid-
electric bucket trucks will reduce fl eet
operating costs, enhance operator safe-
ty, and produce cleaner emissions.
For the future, PG&E will be pushing
toward purchasing plug-in hybrids that
have been adapted for pickup trucks and
SUVs. “A major initiative in our oper-
ation today is to electrify our fl eet, and
by doing so use clean energy to power
clean vehicles. There is no better time
for us to infl uence this process and to
encourage others to adopt clean tech-
nologies,” Meisel said. WT
The bucket trucks are “trouble trucks,” the fi rst vehicles to arrive on the scene in the event of an emergency or service interruption.
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➠ ➠P R O D U C T H I G H L I G H T S :
TRUCK BODIES➠ DURACLASS DUMP BODIES
All medium-duty DuraClass dump bodies are designed to incorporate maxi-
mum durability and useability. Fully enclosed front posts are included for added
strength and resistance to corrosion. Rear corner posts are full depth, which
helps keep body dimensions true and rigid, according to the manufacturer. High
tensile steel provides superior strength and lighter body weight than compa-
rable dump bodies.
SL: Features an interlaced understructure to support the body fl oor on a
grid of 8-gauge crossmembers laced to J-section longmembers. This design
saves weight and adds fl oor support, minimizing washboarding. The SL design
utilizes two vertical side braces with radius bends, slanted forward for a con-
temporary look.
SL316: The DuraClass SL316 features a crossmemberless understructure,
which provides dirt and corrosion resistance, leaving a clean look. The dump
body features a horizontal side brace and tailgate brace.
HM: The HM utilizes a stacked understructure with structural channel 4-inch
crossmembers and 6-inch I-beam longmembers for additional strength and ri-
gidity. A six-panel tailgate and vertical side braces complement the sturdy, traditional design, according to the company.
HH: For tougher loads, the DuraClass HH features a stacked understructure of 4-inch I-beam crossmembers and 6-inch
I-beam longmembers that provide maximum fl oor support. Six-panel tailgate and vertical side braces are standard.
Website: www.DuraClass.com
➠ TRUCKCRAFT TC-300/310 COMBO SERVICE/DUMP BODY
TruckCraft engineered the TC-300/310 body and subframe to handle greater haul-
ing and storage loads on trucks 10,000-lbs. GVW and up. The TC-300 series has dump
body capacities of 2.75 or 3 cubic yards, storage capacities of 57 or 64 cubic feet, and
handles 4 foot x 8 foot sheets with the tailgate closed. The entire side pack set is built
of treated steel for years of rust-resistant life, according to the manufacturer.
The dump body’s electrohydraulic-powered three-stage telescopic hoist uses effi -
cient hydraulic principles for a 25-second raise time. The cylinder operation is smooth
and effortless, and allows the bed to be mounted 8-10 feet lower than a comparable
scissors hoist, according to TruckCraft.
A one-hand tailgate unlatch lever, low fl oor height, built-in handhold, and step bum-
per all combine to make operator entry to the dump body fast and easy.
38 WORK TRUCK MAY/JUNE 2011 www.worktruckonline.com
Features:
● Pre-assembled body, hoist, and base frame.
● Three-stage chromed telescopic cylinder.
● 10 guage A-60 Galvanneal steel dump body.
● Multiple height pintle hook location.
● Safety chain keyslots.
● Step and handhold for easy bed entry.
● Dash light notifying operator when the
dump bed is raised.
● Removable 18-inch corner standards.
● Storage cabinets pre-fi tted for mounting.
Options:
● Roll-up tarp assembly.
● Coal chute.
● Trailer plug.
● Pintle hook.
● D-ICER tailgate replacement.
● Salt spreader.
● D-ICER mounting brackets.
● Quick latch.
● Aluma boards.
Website: www.truckcraft.com
The DuraClass medium-duty dump body is available in SL, SL316, HM, and HH models.
The TruckCraft TC-300 series has dump body ca-pacities of 2.75 or 3 cubic yards.
The TruckCraft TC 300
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www.worktruckonline.com MAY/JUNE 2011 WORK TRUCK 39
➠ SUPREME CORP. AERO BODY
The Aero Body by Supreme Corp. offers a streamlined ap-
pearance and proven practicality, according to the manufacturer.
Long-lasting LED lights protected by a sealed wiring harness use
less energy while decreasing risk of electrical damage and down-
time. The Aero Body also provides a three-year/36,000-mile bulk-
head-to-bumper warranty on all body components along with a
fi ve-year structural warranty, which covers roof, wall, and fl oor
structures.
Standard features include:
● Aerodynamic body design with nested wind faring.
● Curved composite sidewalls.
● Custom fi berglass rear frame.
● Fiber panel front wall.
● Full-width pooched step bumper with grab handle.
● Custom access door in skirting.
● Body length skylight that allows ambient light inside.
● Todco ToughShell rear roll-up door.
● Superbright LED recessed stop, turn, and tail lights with sealed wire harness.
● 12 volt dome light with cab switch.
● Seamless non-slip FRP fl oor with textured/grit surface.
Popular options:
● Aluminum slider ramps.
● Cargo Control options including “E” track, rope ties, and fl oor ties.
Website: http://aerobody.supremecorp.com
➠ UNICELL TRUCK BODIES
All Unicell truck bodies are constructed of a one-piece molded fi ber-
glass outer shell. This means no seams to separate and leak, no met-
al to rust and dent, and no paint to scratch and peel, according to the
manufacturer.
Unicell bodies have an uninterrupted, smooth, and glossy gel coat ex-
terior, making it the perfect surface for company logos and graphics, ac-
cording to the manufacturer.
The new Servicell combines the visual appeal and long life construc-
tion of Unicell Body Company’s one-piece fi berglass Hi-Cube body with
the versatility and function of Knapheide Truck’s utility body.
A roomy interior offers stand-up height with a well-lit cargo and work-
space. On the outside, practical and secure storage compartments allow for ex-
terior access to tools and parts.
The Servicell is available in 12- and 14-foot lengths and two body styles for
Ford, Chevrolet, or GMC dual rear-wheel cutaway vans. Custom lengths and op-
tions are available.
Unicell fi berglass bodies are backed by a fi ve-year warranty.
Website: www.unicell.com
The Aero Body by Supreme Corp. provides a three-year/36,000-mile bulkhead-to-bumper warranty on all body components.
The Servicell truck body has one-piece fi berglass construction, offers stand-up height, and is available in 12- and 14-foot lengths.
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40 WORK TRUCK MAY / JUNE 2011 www.worktruckonline.com
Show me a well-run truck fl eet and I
will show you a top-notch fl eet man-
ager. Although every fl eet is unique,
there are common traits found among
great fl eet managers — attributes that en-
sure their fl eets are operating at the opti-
mum level.
Here are my observations as to the traits
they have in common:
1. Goal-Oriented Fleet Management Great fl eet managers are goal-setters.
They are goal-oriented in all aspects of fl eet
management, including driver productivity,
safety, accident management, and so forth.
They strive to reduce not only hard costs, but
also soft costs. They link fl eet to the corpo-
ration’s overall mission and then keep man-
agement informed as to how fl eet is helping
improve the corporate mission.
2. Focus on the Internal Customer
These fl eet managers have established a
cooperative, working relationship with all
internal corporate functions associated with
fl eet operations. They keep senior manage-
ment informed on fl eet performance, budget
requirements, new products, and programs.
These fl eet managers keep the company’s
interests foremost in all fl eet management
decisions.
3. Develop Strategic Partnerships with Suppliers
These fl eet managers work with suppliers
and other partners to optimize performance.
Some employ supply-chain management
techniques, such as bringing suppliers to-
gether as a team to facilitate communication
with each other to provide effi cient, low-cost
service to the fl eet. Just as important, these
fl eet managers never stop learning and con-
fer with suppliers to be on top of the latest
products and services in the market.
4. Practice Strategic Fleet ManagementStrategic fl eet management stresses the
importance of achieving objectives and using
metrics to benchmark progress. It recogniz-
es the strategic aspect of fl eet management
and views truck acquisition, replacement
planning, funding alternatives, and sourc-
ing alliances with manufacturers and sup-
pliers as high-level strategic corporate de-
cisions.
5. Ability to Implement Effective Fleet Policies
Great fl eet managers use a strategic
perspective to control costs by implementing
the right fl eet policies and selecting the right
vehicles and suppliers. A fl eet manager who
reduces annual fl eet expenses by $100,000
generates the equivalent of $1 million in
sales, if a company operates at a 10-percent
net profi t margin.
6. Expertise in Cost ContainmentA successful fl eet manager uses a strate-
gic and proactive management style to run
the truck fl eet. These fl eet managers proac-
tively seek to maximize the productivity and
revenue-generating capacity of each compa-
ny driver at the lowest possible cost to make
their fl eet operations more effi cient.
7. Management’s Encouragement to be Innovators
Great fl eet managers have autonomy to
implement innovative initiatives to drive
cost out of their fl eet operations. Senior
management recognizes the fl eet manager
as the in-house expert on all matters deal-
ing with truck fl eet management. These
fl eet managers have the full backing and
support of senior management when deci-
sions are implemented. These fl eet manag-
ers are valuable members of the company’s
management team, managing a multimillion
dollar asset. Fleet is viewed as a critical rev-
enue-generation component of a company’s
business plan.
8. Knowledge Transcends Fleet Management
These fl eet managers rise above the level
of simply managing day-to-day fl eet work.
Their understanding of the company’s busi-
ness transcends fl eet management. Besides
having fl eet management expertise, these
fl eet managers are intimately aware of their
company’s product line and services, mar-
keting objectives, corporate culture, and
user group needs. They are proactive and
anticipate changes in their corporate envi-
ronment. These fl eet managers implement
fl eet programs that contribute to the achieve-
ment of overall company goals.
9. Manages Fleet with a Long-Term Per-spective
It is impossible to run a truck fl eet without
long-term planning. In addition to produc-
ing both fl eet and departmental budgets each
year, these fl eet managers develop strategies
for cost containment and reductions. They
employ the critical skill of turning strategies
into tactics. They set strategic goals and de-
velop the tactics to implement them.
10. Excellent Communicator with Sound Judgment
Fleet managers interact with more peo-
ple in more areas of the company than just
about any other department head, and using
good judgment is the foundation for such
interactions. These fl eet managers have
excellent communication skills and sound
business judgment. Their credibility with
management is due to demonstrated truck
fl eet management expertise, which allows
them to work within the organization to im-
plement new programs.
FLEET LEADERSHIPA truck fl eet manager validates his or
There’s never been a true commercial van quite like the Reach™. It delivers more than the competition, offers a choice of effi cient vocational packages specifi cally designed for functionality, all while using less fuel.
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All photographs, illustrations, equipment and technical data shown are based on the latest information available at time of publication. Isuzu Commercial Truck of America, Inc.,reserves the right to make changes at any time, without notice, including prices, colors, materials, equipment, specifi cations and models, and to discontinue models or equipment. These vehicles are assembled from component parts manufactured by Isuzu Motors Limited and its affi liated companies and by independent suppliers who manufacture such components to Isuzu’s exacting standards for quality, performance and safety. See your authorized Isuzu truck dealer for warranty and other details.
1 Compared to class 3-5 commercial walk-in vans; testing conducted by an independent, certifi ed party2 Class 3–5 commercial walk-in vans