fleet equipment

Oil filtration • Electrical connections, inverters • Lightweight components

Sean Davis President

Tri State Transportation

Adding it up

ww

w.F

leetE

qu

ipm

en

tMag

.co

m

Managing Equipment Assets

MAY 2013

42

On the Inside

Departments

EDITORIAL ADVISORY BOARD

Steve Duley,Vice President of PurchasingSchneider National Inc.

David Foster,Vice President ofMaintenanceSoutheastern Freight Lines

Bob Hamilton,Director of Fleet MaintenanceBozzuto's Inc.

Peter Nativo, Director of MaintenanceTransport Service Co.

Darry Stuart,President & CEO DWS Fleet Management

May

14 Timely Tips Getting the most from batteries

16 ASEThe 70% solution

22 Industry NewsFalling Class 8 orders indicatestronger demand

49 Truck ProductsSherwin-Williams brand addsto finish product line

50 Trailers & BodiesPlastiKote offers truck bed liners

51 ShopKiene adds new clutch caddy

Editorial 2CAROL BIRKLAND

Heavy-duty News 4DENISE KOETH

Fuels & Lubes 6JOHN MARTIN

Service & Support 8D. MICHAEL PENNINGTON

Light- & Medium-duty 10SETH SKYDEL

Tires & Wheels 12AL COHN

Post Script 56

18 Refrigerated Trucking | Looking ahead to the future of refrigerated transport

20 IT for Asset Management | Working seamlessly

30 Aftermarket Insights | Oil filtration update

34 Before & After(market) | Lightweight components

38 Fleet Profile | Adding it up

42 Equipment Management | Electrical connection & inverters

Columns

Vol. 39 | Number 5 | 2013

Features

Founded 1974. Copyright 2013Babcox Media Inc.

30

34

Rapid Response: 800-930-7204 ext. 50001

2 May 2013 | Fleet Equipment

We are just a little over three years into the five-year SuperTruck Program thatwas initiated by the U.S. Department of Energy (DOE) Vehicle Technologies

Program. According to the DOE, Class 8 trucks haul approximately 69% of allfreight tonnage and use more than 20% of the fuel consumed in the U.S. Thestated goal of the program is to design a heavy-duty Class 8 truck that demon-strates a 50% improvement in overall freight efficiency measured in ton-miles pergallon.

The agency asserts that to ensure there is total vehicle improvement, 30% of theefficiency must come from the tractor and trailer, while the other 20% should comefrom the engine. Along with the overall efficiency, each vehicle’s engine needs toshow 50% brake thermal efficiency, as well as a path to 55% brake thermal effi-ciency. The program included the DOE awarding three cost-shared projects to Cum-mins Inc. (which is working with Peterbilt), Navistar Inc. and Daimler Trucks NorthAmerica (DTNA) LLC. Volvo Group joined the SuperTruck program in June 2011.Each company received between $20-$40 million to fund the R&D for the program.

Last May, Freightliner Trucks announced that the new 2014 Cascadia Evolutionpowered only by the newly-designed Detroit DD15 engine and featuring enhancedaerodynamic specs, delivered 10.67 MPG. The enhanced Cascadia Evolution wastested prior to accompanying the cross-country Evolution of Efficiency Tour. Accord-ing to the company, the 2014 production model Cascadia Evolution already hadsome of the most advanced achievements in the industry designed to improve air-flow and aerodynamics. The optimally spec’d Cascadia Evolution was equipped withfuel optimization components, including the Detroit DT12 automated manual trans-mission with wide-base tires, a 6x2 drivetrain configuration, and Daimler-designedaerodynamic trailer enhancements, which were included to represent the currentstate of trailer aerodynamics available in the aftermarket.

On the Evolution of Efficiency cross-country tour, which ran 2,400 mi. from SanDiego, Calif., to Gastonia, N.C., the optimally spec’d Cascadia Evolution achieved9.31 MPG and was operated at a GCW of 76,000 lbs. at a cruise speed of 62 MPH.Fuel consumption and distance traveled were again documented by ATDS.

In March of this year, Peterbilt announced that its Class 8 Peterbilt 587 powered bya Cummins ISX15 engine averaged 9.9 MPG during testing last fall on U.S. Route287 between Fort Worth and Vernon, Texas. The testing was conducted over 11runs, meeting SAE International test standards along a 312-mi. route. The tractor-trailer had a combined gross weight of 65,000 lbs.

With most of today’s long-haul trucks typically achieving between 5.5 and 6.5MPG, the increase of 54% fuel economy would save about $25,000 annually basedon today’s diesel fuel prices for a long-haul truck traveling 120,000 mi. per year. Itwould also translate into a 35% reduction in annual greenhouse gases per truck.These are significant savings.

Based on the results so far, it seems safe to say that significant headway is beingmade in creating more fuel-efficient vehicles for the future. Stay tuned for more onthese advancements. /

CAROL BIRKLAND | EDITOR-IN-CHIEF

PUBLISHERJeff Stankard, Publisher330-670-1234, Ext. [email protected]

EDITORIALCarol Birkland, [email protected]

Tom Gelinas, Editorial [email protected]

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

Seth Skydel, Senior Contributing [email protected]

D. Michael Pennington, Senior Staff [email protected]

Al Cohn 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]

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

CORPORATEBill Babcox, PresidentGreg Cira, Vice President,

Chief Financial OfficerJeff Stankard, Vice PresidentBeth Scheetz, Controller

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

Tom B. Babcox (1919-1995) – Chairman

SuperTrucksshowing promise

Editorial


BY DENISE KOETH | SENIOR EDITOR

Optimum brake and frictionselection

Heavy-duty brakes are designed tostop heavy loads, which exposesthem to heat—extreme heat in somecases—depending on a truck’s appli-cation. Since commercial vehiclesoften travel thousands of miles a yearthrough climate extremes, heavy-dutybrakes must survive road vibrationsand exposure to the elements, whichcan include corrosive chemical agentson the road.

Because of these demands, it is es-sential that fleets choose the rightfriction materials and braking systemsfor their trucks. To help sort throughthe options, we asked a few manufac-turers to weigh in on the considera-tions and practices fleets should takein order to ensure the best selectionand maintenance of these key com-ponents.

According to Matt Resch, marketingand program manager for Haldex, inorder to obtain good brake perform-ance and minimize maintenancecosts, it is vital that fleets carefullyconsider the application beforechoosing brake friction materials.

“The primary factors a fleet shouldtake into account are the load the ve-hicle carries, the terrain that it covers,and the road conditions, includingtraffic patterns,” he said. “When con-sidering the load, the fleet should notonly take into account the axleweight ratings, but whether the vehi-cle is normally loaded at or below themaximum weight.”

Terrain—flat, rolling hills, or steepgrades found in mountainous re-gions—can have a significant effecton brake selection, while road condi-tions, which could be categorized asmostly interstate, two-lane blacktop,city, or a mix of these, also should be

factored in to determine how de-manding the average day of opera-tion is, Resch added. Anotherconsideration is the severe duty cycleof certain vocations like refuse trucksor city buses.

Kevin Judge, sales manager of na-tional accounts for Fras-le, said aswith many other components, it’s im-portant for fleets to consider lifetimeoperating cost versus up-front pricewhen determining the overall valueand performance of brakes.

“Consider longer life friction mate-rial and do not shop for price alone,”

he advised. “Brakes on these vehiclesmake more frequent stops, and withheavier loads, so fleets cannot com-promise safety.”

Judge added that top heavy-dutybrakes stand out because of their rawmaterial quality and strength of thefriction formulation. And to prolongthe investment of those high-qualitybrakes, a fleet should consider manyaspects, including driver training, ve-hicle maintenance, proper ride con-trol, tire inflation and quality, amongother factors.

Meritor’s Tim Bauer, director of thecompany’s Undercarriage Aftermarketdivision, said a fleet’s primary concernshould be safety and the stoppingability of the brakes. Particularly im-portant is that the fleet’s vehicles stop

within the Federal Motor VehicleSafety Standards (FMVSS) requiredloaded stopping distance, which wasdecreased in 2011 from 355 ft. to 250ft. (for vehicles with three axles andtractor GVWR up to 59,600 lbs.).

“Meritor approval-testing demandsthat its production friction materialsexceed the requirement by 10%,” hesaid, adding the company’s friction istested to achieve a stopping distanceof 225 ft. “Wear life of the frictionmaterial is also a consideration, aslonger life friction increases the inter-vals between maintenance, reducing

maintenance costs.”Phase two FMVSS regulations—

which will take effect on Aug. 1,2013—cover loaded stopping dis-tances for two, three and four ormore axle vehicles in specified GVWRranges.

Bauer noted that in addition to thefriction material, the brake shoeneeds to be of good quality to sup-port the friction material under ex-treme braking pressure.

For the finer points of friction mate-rial and brake system selection, thereare valuable resources—each of themanufacturer representatives encour-aged fleets to work with their suppli-ers for help in researching andselecting the best options for their re-spective applications. /

…it is vital that fleets carefully consider the application before

choosing brake friction materials.— Resch

Heavy-duty News


BY JOHN MARTIN | CONTRIBUTING EDITOR

And in this corner—natural gas

Fuels & Lubes

Recovery, refueling infrastructureconstruction, engine manufacturer

modifications and technician servicetraining for natural gas are increasingrapidly. Most of this growth has beenwithout government “help.” Let megive you some reasons why I thinknatural gas will soon become THE vi-able alternate commercial fuel.

No one wants to admit this, but theU.S. is becoming a second-rate na-tion because we can’t remain com-petitive with developing nations. Ourgovernment dumps a fortune in sup-porting solar energy research, yet theChinese dominate production be-cause of their labor costs.

We dump another fortune in sup-porting electric vehicles, but only theTesla seems to be able to survive at apurchase price of $100K. We (youand I) lose money on every ChevyVolt sold. By the way, how is an elec-tric vehicle supposed to be “zeroemissions”? Doesn’t that power haveto be generated by power plants;most of which are coal-fired? And, westill need a battery “breakthrough.”

The one thing that appears to solvemany of our alternate energy prob-lems is the newfound wealth of naturalgas due to the perfection of “frack-ing.”

We now have a proven technologythat no one else in the world has.This old physicist still believes thatfacts will win out in the end, not emo-tions! Natural gas is going to “makeit” with or without federal govern-ment tax incentives! We have such anabundance of natural gas that pricesshould remain fairly low for years.

In contrast, gasoline and diesel fuelwill only get more expensive with

time, since the cheaply extractedcrude oil is mostly depleted. I’m alsoencouraged to see that U.S. importsof Middle Eastern crude are waydown. Most of our imported crudenow comes from Canada, and assoon as the Keystone XL pipelinegets built, the cost of petroleumproducts based on Canadian crude

will be significantly reduced. Railtransportation of crude oil is abouttwice as expensive as pipeline trans-portation, and trucking costs signifi-cantly more than rail.

We still have a few environmentalactivists whose emotional hatred ofoil companies makes them continueto fight the inevitable. Their latestplea against the XL pipeline is thatpipelines increase “global warming.”

What a ridiculous argument! Pipe-lines produce less global warming

than any other form of petroleumtransportation. Let’s get the KeystoneXL pipeline approved as quickly aspossible so construction can begin. Itwill still take years to make thepipeline operational, and diesel fuelcosts will continue to rise throughoutthat time.

Until the economy completely re-bounds, more and more upwardpressure will be put on diesel fuelprices. Gasoline costs more to pro-duce than diesel, but gasoline de-mand is significantly lower than in thepast due to:

1. More fuel-efficient passengercars;

2. Ethanol replacing 10% of gasoline demand;

3. Fewer commercial and personalmiles being driven annually.

Refiners reduce the selling price ofgasoline in order to “unload” it. Sell-ing prices of other petroleum prod-ucts, such as lube oil and diesel fuel,have been increased in order for re-finers to remain profitable.

Natural gas is the only fuel sourcewhose cost is currently not being af-fected by factors other than the costof investment and production. In fact,the selling price is currently so lowthat many drillers are scaling backproduction as much as possible (in-vestors won’t allow them to com-pletely halt production).

I don’t see how the average fleetoperator can go wrong convertingpick-up and delivery vehicles to CNGand longer-haul units to LNG. Sure, itwould be nice to have a governmenttax break, but aren’t tax breaks oneof the reasons our country is currentlyso far in debt? /

The one thing that appears to solve many

of our alternate energy problemsis the newfound

wealth of natural gas…


BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Trailer service that keeps ‘emon the road

Service & Support

Oft-forgotten trailers are far morethan just a container on wheels.

Consider the precise engineering andadvanced manufacturing expertisethat goes into those trailers, includingsafety and performance systems for along, productive life. Similarly, morefleets of all sizes must rely on road-side emergency and maintenanceservices for their trailer fleets.

While several OE trailer dealersbegan mobile trailer service as longas 50 years ago, Interstar’s trailer

service idea originated from its inter-modal business, where industry exec-utive John Shortridge recognized thebenefits of on-the-road services tothe container industry for 20 years,and identified a natural step-up forU.S. truck operators.

Today, Interstar, based in Florence,Ky., supports and services more than2,500 large and small trucking fleets,both private and for-hire carriers.Over time, the company’s team ofprofessionals has reportedly mas-tered the management of its road-service program for trailers, fromdiagnostic to road-ready repair, in-cluding inspections and repairs per-formed according to fleet guidelines.

Scheduled or as-needed service ofvolumes of equipment is more likelyscheduled at the respective terminalsor customer facilities.

“Proper fleet maintenance is crucialto a successful operation,” saidMichael Schiller, vice president andgeneral manager of fleet manage-ment. “The hours that a piece ofequipment spends in need of serviceare hours the fleet isn’t generatingrevenue.”

“While we don’t own a wrench, weare the information call center andestablished vendor network for hun-dreds of trailers,” he said. The com-pany offers customers four services:maintenance, breakdown, towing andretreading.

According to Schiller, the fleet cus-tomers place significant value on In-terstar being a single-source provider,to find and manage the qualified ven-dors and keep trailer maintenance upto par and beyond.

“Breakdown is a four-letter word intrucking,” said Schiller. The com-pany’s 24/7 operations center, staffedwith 50 experienced repair coordina-tors focused on accuracy, offers cus-tomer service to address unavoidableissues with road service.

The company reports that phonecalls are answered within 20 seconds,and repairs are processed via thewebsite. “Our people have the rightresources: the latest mapping systemand streamlined repair processes. Wetrain our call center professionals todefuse a tough (unit down) situation,to be courteous, and to ‘smile overthe phone’ to add customer comfort,and to make that one extra follow-upcall to assure the unit is running.” Anaverage single issue on the road is re-solved in two hours.

When asked for the most common

roadside service issues, the companyoffered tires (“under-inflation is thebiggest issue”), brakes, lights (“safetyis foremost”), semi-frozen fuel lines(“be prepared in all weather”), andreefer breakdowns.

Other vital road services offered:towing and recovery—a network oftow companies provides the requiredservice, including towing, winch-outs,load shifts and incident recoveries.The company helps with non-consenttows and helps reduce a carrier’s lia-bility exposure in many ways, accord-ing to a spokesman. It also offersretread tires—from the company’sOliver retread licensed facility. Fasttire replacement is mandatory andthe customer depends on the qualityservice provider, the company added.

Interstar performs more than150,000 services annually across thenation. One of the unexpected serv-ices is warranty administration.Schiller stated, “We know how to ef-fectively manage the warranty. We’requite simply solutions providers fordeadline-to-deliver and safety-fo-cused truck operators. Our customersdon’t have to look for a road servicesolution no matter where they are.”

Interstar also provides proactive on-site mobile fleet management forlarge fleets. The maintenance goeswhere the trailers are sitting, and PMsare scheduled to reduce downtime.

“First, we know our services and oursubject: trailers. Second, we knowfrom experience around the countrywho to call for the best rates in re-pairs and services, and we alwaysstand behind our service providers,including the expert technician calledto help a trucker at 2:00 in the morn-ing,” he added. There is no member-ship enrollment fee, only charges forservices rendered. /

“Breakdown is a four-letter

word in trucking...”

— Schiller


BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

The right stuff

Spec’ing, operating and maintain-ing light- and medium-duty vehi-

cles correctly from the start candeliver the lowest cost of ownership.Many light- and medium-duty fleetoperations are not in the truckingbusiness. In your world, trucks can bethat “necessary evil,” a cost of doingbusiness that you simply can’t surviveor succeed without. However, youalso know that fielding dependabletrucks that are equipped to meet yourcompany’s and its customers’needs—and operating them at thelowest possible cost—can provide abig boost to your bottom line.

“Fully evaluating the cost of owner-ship,” says Todd Bloom, presidentand CEO of Mitsubishi Fuso Truck ofAmerica Inc. (MFTA), “means lookingclosely at all cost components andmaking effective and balancedchoices.” Bloom, an industry veteranwho interacts regularly with MFTAfleet customers in a wide variety ofbusinesses and industries, detailsseveral areas where he feels light-and medium-duty fleet managersshould focus their attention:

• Have a complete understandingof the loads your vehicles are carry-ing, including payloads and weightdistribution, as well as operational is-sues. Those include whether youcarry consistent, diminishing or in-creasing loads, the type of terrainyour trucks traverse, and if they oper-ate over congested urban routes orin rural areas.

• Work with OEMs and their deal-ers, and with body and equipmentsuppliers, to spec the chassis that fitsyour needs. Most manufacturers haveconsiderable data and experience torely upon, including diagrams anddrawings for a variety of dry freight,

refrigerated, platform, dump andother specialty bodies.

• Spec’ing for fuel economy is es-sential. Fuel is your highest cost.Enough power to move loads effi-ciently is critical. Fuel-saving tech-nologies, such as properly gearedtransmissions and low rolling resist-ance tires, can make the differencewhen it comes to getting the mostmileage out of each gallon of fuel.OEMs also have simple-to-use fueleconomy calculators readily availableonline that allow you to quickly com-pare options.

• Maintenance requirements andwarranty coverage weigh heavily onyour costs. PM intervals can vary be-tween makes by as much as 8,000miles, a difference that can meanfewer service intervals in a year. Alsoconsider how and where mainte-nance is performed, including theavailability of a network of OEM deal-ers with trained technicians in youroperating area.

“In every one of these areas,”Bloom states, “drivers can have alarge impact on costs. In our experi-ence, the way someone drives canimpact fuel economy by as much as30%. Drivers who routinely performeffective pre- and post-trip inspec-tions can help avoid costly break-downs, which also impact customerservice.

“Training drivers to be aware of theirrole in keeping costs in check, todrive efficiently, safely and responsiblyis something we see in successfulfleet operations,” Bloom continues.“Progressive companies are even set-ting up programs to reward their bestdrivers, those with the lowest operat-ing costs, the highest fuel economy,the fewest equipment issues and the

best customer service performance.”Companies like MFTA, which offers

a line of Class 3-5 diesel-powered,medium-duty cabover trucks, Bloomnotes, are focused on delivering vehi-cles with the lowest cost of owner-ship for light- and medium-dutybeverage, refrigerated and dry cargodelivery, vehicle recovery, towing,

construction and numerous othertypes of vocational fleets.

“Evaluating all the things that im-pact the cost of ownership is on theOEM and on its fleet customers,”Bloom adds. “Take into account andbalance all the basic cost compo-nents to spec the truck correctly andoperate it efficiently.

“There are always ways to simulta-neously improve performance andlower the cost of ownership if youfocus on the details. A willingness tochange the way you think about yourfleet and its operation can go a longway toward moving your business for-ward.” /

“Fully evaluatingthe cost of

ownership meanslooking closely

at all cost components...”

— Todd Bloom

Light -& Medium-duty


BY AL COHN | CONTRIBUTING EDITOR

Tire record keeping andyour fleet

Tires continue to be a major ex-pense for commercial fleets.

Maintenance managers prefer tokeep a tight control on both their newand retread tire costs, including tirerepairs. Determining exactly what isimportant to track about tires gener-ates a lot of discussion among fleetprofessionals.

The issue? It takes significant timeand effort to record every event of thetire during its multi-year lifecycle. Sure,it is nice to have information that in-cludes when the tire went into service,tire make/model, age of the casing,number of miles, where the tire wasproduced, and how many times thecasing was retreaded and/or repaired.But fleets are in the business of haul-ing goods, not tracking every tire inthe fleet from birth to death over mul-tiple retreads before they eventuallyreach the scrap tire pile.

So what is the solution? Typically,the compromise is tracking a statisti-cally valid sample size of tires—asampling where you know the data isaccurate and you can properly enterthe information. There is no advan-tage to tracking every tire in yourfleet. It takes an incredible amount oftime and money, and with the possi-bility of thousands of tires running atany one time, it just leads to an enor-mous amount of data points.

Service vocation is the most impor-tant variable to keep in mind. Thesteer tires on vehicles that run coast-to-coast will have a completely differ-ent performance than steer tires thatsee city service in which they makemultiple daily stops.That’s why youneed to treat each service vocation asa separate entity. At the end of theday, any data analysis must first in-

clude specific service vocations. The statistical magic number is 30. If

your fleet’s vehicles are running inthree distinct service vocations, thenyou are looking at 90 vehicles whereyou are tracking tire data. This cer-tainly is much more manageable, ac-curate and realistic versus trackingtires on, let’s say, 5,000 tractors andtrailers.

The next important variable in theprocess is tractor/trailer make andmodel. You most certainly want to betracking tire performance on each

type of vehicle. Tires running on thelong wheel base tractors with suspen-sion “A” will not have the same per-formance as those tires running onthe shorter wheel base tractors withsuspension “B.” Trailer tires runningon van trailers may not perform thesame as those running on more heav-ily-loaded reefers. Taking the time toensure you are including all the vari-ous vehicle configurations in your tiredata tracking is very important.

A good source for determining spe-cific information is the Technologyand Maintenance Council’s (TMC)Recommended Practice (RP)-229. Itdetails tire tracking information andadvises tires need some sort ofunique identification to be success-fully tracked over multiple years.Some fleets physically brand the tire

sidewall with a unique tracking num-ber, while other fleets use a bar codeor RFID chip, which can be built intothe tire or patched onto the tire in-nerliner.

Here’s a typical scenario. When atire event occurs, the tire numbermust be recorded. A steer tire maybe mounted Jan. 1 on the left front ofvehicle #101; record a flat repair onMarch 15, and be taken off of vehiclenumber 101, repaired and then re-in-stalled on vehicle number 102. It wasworn down to the legal limit of 4/32-in.

on Dec. 10 and sent to the retreader.The tire was retreaded with a drivetire tread and reinstalled at the endof the month. The process goes onand on. Tracking the details is impor-tant.

Once all the data is entered into thefleet’s computer software package,the fun begins—now you can start tosee what really is going on. A goodcomputer program will allow you toeasily analyze tire performance anddetermine such things as cost/mile,fuel economy and retreadability suc-cess or failure.

Working with your tire supplier isrecommended to ensure you arerecording all of the appropriate infor-mation so you can make the bestbusiness decisions about your tireprogram. /

At the end of the day, any dataanalysis must first include specific service vocations.

Tires & Wheels


According to the electrical experts at Purkeys Electric, when a truck

has battery issues, fleets normally re-place all the batteries to get that truckback on the road. But what happensto the removed batteries? Generally,only one of the batteries in the pack is

bad; the rest are likely discharged dueto the bad battery. Recharging thesebatteries and putting them back intoservice is a huge savings to fleets.

A critical part of a successful batteryprogram involves setting up a “batteryroom.” Below are some of the impor-tant elements for a battery room:

• Staging area: All removed batter-ies are placed on a pallet that is

marked “to be charged.”• Battery charging area: A safe area

designed to be operated by a singletechnician should be equipped withsmart chargers that do not requireconstant labor.

• Battery test area: Should be closeto the charging area to maximize effi-ciency.

• Extended wait area: Once the bat-teries are tested, they should sit anadditional two days then be re-testedto ensure they are good enough to beput back into service.

• Clearly marked pallets: Segregatebatteries once they have completedthe testing process: good batteriesready to be put back into service;cores/scrap batteries that are out ofwarranty; and dead batteries that arewithin the warranty period and shouldbe returned for warranty credit.

Six wheel spec’ing considerations

Properly spec’ing your vehicles’wheels can be relatively simple andstraightforward if following a manufac-turer’s recommendations to achievethe longest life and performance fromyour wheels.

The experts at Maxion Wheels sug-gest following these spec’ing consid-erations to achieve long wheel life:

• Tire size and maximum air inflation• Loads to be carried—wheel-carry-

ing capacity• Duty cycle—linehaul, off-road, de-

livery, stop and start• Axle pound rating• Warranty—five-year coverage and

availability nationwide• Field service support from your

wheel supplierTo keep wheels clean and provide

long life and performance, most fleetshave wheels refurbished. Closely re-view the vendor’s refurbishing proce-dures emphasizing proper inspection,cleaning and re-painting of the wheels.Two key details in refurbishment arecontrolling paint mil thickness in themounting area of the disc face and en-suring paint is fully cured. /

Timely Tips Getting the most from batteries

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5001

4


Anyone involved in light vehicleservice knows that about 70% of

all work coming through the door ismaintenance-based. That’s also trueif you have light vehicles in your fleetoperation. While ASE has had a cer-tification category for Medium/Heavy Trucks (the T8 PMI test), upuntil now, nothing similar existed forthose technicians primarily perform-ing maintenance on light vehicles.As of June 1, that will no longer bethe case.

In response to requests from theindustry for a certification categoryaimed at entry-level technicians andthose doing routine maintenance,ASE will debut a new Auto Mainte-nance and Light Repair certificationtest in June 2013. Designated as G1,this new specialty certification meas-ures a technician’s knowledge over awide range of automotive systemsas it relates to maintenance and lightrepair. To earn certification in thisnew specialty, candidates mustachieve a passing score on the examand have at least one year of full-time work experience.

This new test category will focus onthe knowledge necessary to success-fully perform the most commonmaintenance and light repair tasks,and is aimed at entry-level techni-cians and those whose primary jobfunction is maintenance services. Ifyou have technicians in your fleetoperation fitting this description, thenew ASE Auto Maintenance andLight Repair (G1) certification is de-signed specifically for them.

Developed by industry experts andthe certification professionals atASE, Auto Maintenance and LightRepair is slightly different from theregular ASE certifications. The new

test will have a one year requirementof hands-on work experience in automaintenance and light repair toqualify, and half of that requirementmay be met by appropriate voca-tional training. However, like allother ASE certifications, the creden-tial will be valid for five years andwill be available through the morethan 400 ASE testing locationsacross the country. The cost will bethe same, as well. Upon passing theG1 test, a technician will receive ashoulder insignia, wall certificate andwallet card.

The new G1 certification assessesthe technical knowledge for per-forming bumper-to-bumper mainte-nance and light repairs in enginesystems, automatic transmission/transaxle, manual drivetrain andaxles, suspension and steering,brakes, electrical, and heating andair conditioning. Approximately 700technicians participated in the pilottest held during the winter testingsession to complete the develop-ment process prior to launching theG1 test in June. The first generaltesting will be available in the 2013July-August test window.

The G1 test contains 55 scoredquestions, plus 10 unscored researchquestions, and technicians will have1.5 hours (90 minutes) to completeit. Like any other ASE certification,G1 tests the skills needed to know inorder to do the job; theoreticalknowledge is not covered. You candownload a free copy of the Mainte-nance and Light Repair (G1) StudyGuide on the ASE website atwww.ase.com. The guide containsthe Test Specifications and the TaskList, covering the topics that will beon the test. /Ra

pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

016

The 70% solution

Training Techniques

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS


The invention of the first mechani-cal transport refrigeration unit

(TRU) in 1938 literally moved the re-frigerated transportation industry outof the ice age, a period when usingice and salt was the only practical wayto keep perishable shipments fromspoiling.

According to Doug Lenz, director ofproduct management for ThermoKing, ”The science of refrigeratedtransportation has advanced dramati-cally over the last 75 years, with inno-vations such as nose-mounted units,diesel-powered TRUs, stop-start tem-perature controls, auxiliary powerunits and advanced electronics. Thenext 75 years will no doubt bringabout customer-driven innovations intechnology, service and operationsthat are just as impactful.”

Lenz goes on to say that industryleaders like Thermo King, a providerof transportation temperature controlsystems for mobile applications and abrand of Ingersoll Rand, are applyingcurrent and emerging technologiesand practices to help their customerssolve problems and achieve higherlevels of performance with lowertotal cost of ownership. Following aresome of Lenz’s thoughts on what thefuture holds for the refrigeratedtransportation industry:

• Fuel economy will be a big driverof innovation. Fuel represents thelargest component of total operatingcosts for most refrigerated fleet oper-ators; fuel prices represent one oftheir least controllable expenses. TRUOEMs will continue to look for waysto design and build more fuel-effi-cient engines and to use advancedelectronic controls to improve engineperformance and reliability and re-

duce fuel consumption. • Sustainability will be a watchword

for the industry. OEMs have intro-duced new products that use lessfuel with a smaller environmentalfootprint, enabling operators to com-ply with federal and state environ-mental regulations.

• Highly efficient diesel engines willcontinue to power most refrigerationunits. But manufacturers are makingadvancements with other engineconcepts and alternative fuels. Forexample, fuel-saving hybrid-electricTRU engines are common in thetruck and trailer market. With plenti-ful supply and lower cost, natural gasis emerging as a TRU fuel option, pri-marily in the short-haul end of themarket, at least until adequate infra-structure develops.

• Advances in prognostic capabili-ties will enable continuous improve-ment in TRU reliability. The use ofpredictive software and embeddedsensors will detect issues before theybecome serious problems and moni-tor mission-critical components tomaximize their service life and pre-dict when they might fail so a quali-fied dealer can intervene.

• Food safety and freshness has be-come a global priority. Current andpending regulations in Europe, theU.S. and elsewhere place new expec-tations on food producers, proces-sors and transporters, including therequirement to trace shipmentsacross all links of the supply chain.Advanced TRUs include the capabil-ity to track, record and transmit datato help fleet operators establish thelocation of a particular load at a par-ticular time, as well as document con-ditions inside the refrigerated

container, truck or trailer. • Whether hauling food, pharma-

ceuticals, chemicals, cosmetics orsome other temperature-sensitiveload, fleets are tapping into ad-vanced tracking that uses global po-sitioning system data and advancedwireless communications technolo-gies to provide real-time and histori-cal information about load tempera-ture and asset location, answeringoperators’ needs for better safety, se-curity and efficiency.

• In addition, they can monitor tem-peratures and other variables,change setpoints and control param-eters, download reports, change op-erating modes and respond to alarmsusing any computer, tablet or smartphone that is connected to their se-cure network.

• Intelligent solutions and advancedanalytics give refrigerated fleet oper-ators the opportunity to squeezeeven more fuel economy from TRUs.For example, fleet operators and cus-tomers can work together using ad-vanced analytics to determineoptimal setpoint and control parame-ters for a particular load. Raising thesetpoint by a single degree can yieldas much as a 2% improvement in fuelefficiency, according to Thermo Kinganalysis. The need to move food andother temperature-sensitive goodsfrom point of production to point ofconsumption will continue to grow,with no end in sight.

A slower than expected recovery,volatile fuel prices and more strin-gent environmental and food-safetyrequirements make this a challengefor everyone in the cold chain, in-cluding those who own and operaterefrigerated fleets. /

TRUCKINGRefrigerated

Looking ahead to the future of refrigerated transportation


Unlike systems that are networked throughout facilities,in inherently mobile businesses vehicle-based solutions

must be integrated, as well. “IT considerations with on-board systems can be complex,” says Jason Palmer, presi-dent of SmartDrive Systems (www.smartdrive.net), providerof an onboard video event recording system and videoanalysis, predictive analytics and personalized performanceprograms. “We have worked to provide solutions that donot require major IT integration, but that interface effectivelywith fleet management and training systems.”

SmartDrive’s technology integrates onboard hardware andmanagement solutions. The company’s SmartRecorder 3event recording system captures video and audio from theroad and the cab. Driving and vehicle data come from theengine’s electronic control unit—enabled by the SAE J1939data bus—and from a 96 G-force crash sensor, an industrystandard three-axis accelerometer and third-party telematicssensors in ATC, lane departure and other solutions. Smart-Drive recently was awarded a U.S. patent for its data transfertechnology.

PeopleNet (www.peoplenetonline.com), an onboard com-puting and communications system provider, said it offers arange of solutions that IT managers can easily integrate withenterprise systems. In partnership with Instructional Tech-nologies Pro-TREAD In-Cab, the company’s customers canprovide drivers with multimedia lessons in the cab. Driverscan access training at any time and from any location, andfleet managers can track their progress online.

Speed Monitoring on the Peo-pleNet system is integrated withSpeedGauge to help fleets iden-tify high-risk drivers by pinpoint-ing event times and locationsand to provide managementcoaching opportunities. Peo-pleNet also offers Remote Vehi-cle Shutdown in partnershipwith Magtec. The integratedsystem engages automatically,allowing carriers to completelydisable operation of the truck ifthere is a potential threat. Carri-ers can also remotely set andcontrol idle times and speedthresholds to maximize fuel effi-ciency.

With In-Cab Scanning fromPeopleNet, fleets can have a

fully integrated solution to improve billing and payroll effi-ciency. IT systems that replace paper forms with imagesfrom an in-cab scanner improve data integrity, eliminatemanual sorting and filing, and promote faster billing cyclesand enhance customer service.

In partnership with EBE Technologies, PeopleNet Driverand Vehicle Management Workflow Solutions automaterepetitive, labor-intensive tasks, including performancemonitoring, violation management, vehicle inspection re-porting and CSA compliance with an integrated system.

Omnitracs, formerly Qualcomm Enterprise Services(www.omnitracs.com), also enables a variety of integrationsbetween onboard and enterprise management systems. Toincrease visibility into unsafe driver behavior, the companyoffers applications such as Critical Event Reporting, Perform-ance Monitoring and report capabilities that give managersaccess to data about safety behaviors and risks.

With the cost of fuel still one of a fleet’s largest expenses,Omnitracs addresses the growing problem of fuel theft withan integrated solution. Exact Fuel transmits available fuellevel data from the vehicle data bus via a web-based serv-ice. Included are the percentage of the tank that is full andthe vehicle’s odometer reading. Through the integration,fleets can identify patterns in fuel consumption and developstrategies to optimize fuel use, as well as quickly identifypossible instances of fuel theft or loss.

With SmartDrive, an integrated onboard video- and data-capture system detects and observes risky driving behaviorsuch as sudden stops, hard cornering, aggressive accelera-tion and excessive speed. The system stores, reviews andanalyzes data. Applying predictive analytics to a database ofanalyzed audio, video and vehicle information that is cap-tured, the company provides fleets with focused individual-ized training and coaching programs for drivers.

Specific programs offered by SmartDrive include Smart-Drive Safety and SmartDrive Fuel, which track driving ma-neuvers and operating practices so adjustments can bemade to improve safety and fuel efficiencies.

“The integration of video and vehicle data provides ac-tionable performance information to fleets and their driv-ers,” SmartDrive’s Jason Palmer says. “In addition, we arenow providing drivers with access to their own fuel data andenabling them to self-coach using handheld devices such assmartphones.”

Enabled by effective integration of hardware and software-based solutions, industry suppliers are helping fleets in arange of transportation markets improve safety and gener-ate cost savings. /

BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

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

Working seamlessly

Integration challengesin fleet operations areunique


Class 8 orders rose above 20,000 units fora sixth consecutive month in March, but fellsequentially for the first time since Novem-ber. March Class 8 net orders totaled justover 22,000 units. Medium-duty net orderstotaled 15,400 units, a volume just belowFebruary and March 2012 levels. This up-dated status of the North America commer-cial vehicle market was included in the Stateof the Industry report, recently released byACT Research Co. The report covers Classes5 through 8 vehicles for the North Americanmarket.

“Reflecting healthy economies and perhapscurrency strength, Class 8 orders bound forMexico and Canada rose to levels last seen inlate 2011,” said Kenny Vieth, ACT’s president

and senior analyst. “Positively, cancellationsfell to their lowest levels since Q3 2010 forthe second time in the past three months. De-clining cancellation trends in the U.S. &Canada bode well for the future.”

Underlying medium-duty vehicle demand,stronger bus and RV orders month-over-month and year-over-year offset a pullback instep van orders. Classes 5-7 truck orderswere flat from February to March.

ACT publishes new and used commercialvehicle (CV) industry data, market analysisand forecasting services for the North Amer-ican market, as well as the U.S. tractor-trailer market and the China CV market. Formore information, visitwww.actresearch.net.

Chevron named standardfactory fill by Kenworth

Class 8 trucks from Kenworth Truck Co.will come factory filled with Chevron Delo400 XLE Synblend SAE 10W-30 engine oil.Delo 400XLE Synblend is formulated withISOSYN Technology, Chevron’s exclusivecombination of base oil and additives, ac-cording to the company.

The oil, Chevron said, is designed to pro-vide wear and soot control protection andto minimize deposit formation in on-high-way truck engines using Ultra Low SulfurDiesel (ULSD).

Kenworth’s Class 8 truck assemblyplants in Chillicothe, Ohio, and Renton,Wash., will offer the oil as standard.

News

Falling Class 8 order cancellationsindicate stronger demand

IndustryRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

022

NewsIndustry

Mitsubishi Fuso continues lowAPR financing

For its “Spring It On!” sales event, Mit-subishi Fuso Truck of America Inc.(MFTA) is continuing to offer 1.4% APR fi-nancing for 36 months on all new 2012-14 Canter FE Series medium-duty truckssold in the U.S., and has added the optionto delay the first payment for up to 90days.

Hitachi Capital America or DaimlerTruck Financial underwrites financing forthe program. The “Spring It On!” salesevent ends at midnight on June 30.

Kenworth debuts factory-installed idling managementsystem

Kenworth has announced a new factory-in-stalled and integrated engine-off heating andcooling idle management system for its long-haul T680 with a 76-in. sleeper.

The new Kenworth Idle Management Sys-tem is a battery-based APU system for airconditioning that is tied directly into the

Kenworth T680’s ducting system. An op-tional fuel-fired heater provides full engine-off heating capability.

“It’s a seamless integration into the T680which, when compared to other batteryAPUs on the market, provides excellent, en-gine-off, heating and cooling,” said KevinBaney, Kenworth chief engineer. “And, sinceit’s integrated, it has a very small under-bunk footprint to maintain storage space for

drivers and teams.”The system provides an integrated system

that extends air conditioning performance.“That’s critical to drivers who want coolcomfort in their sleepers during their restperiod,” Baney said.

The Kenworth Idle Management Systemfeatures full on-board controls in the sleeper.“Once the truck is shut down, the driver sim-ply uses the control panel in the sleeper tomaintain temperature control,” Baney said.“An LCD display gives drivers full system in-formation, plus allows the driver to monitorremaining battery power.”

As a safeguard, the system features inte-grated power management to maximize cool-ing performance, yet provide sufficientpower to ensure enough power is available tostart the truck,” Baney said.

“With minimal environmental impactthrough emissions, seamless integration intothe T680 sleeper, and with virtually no main-tenance required, the Kenworth Idle Manage-ment System is truly leading edge andsomething that further sets the KenworthT680 apart from other long-haul trucks onthe road,” he added.

Navistar begins SCR enginedeliveries

In late April, Navistar InternationalCorp. will begin delivering initial produc-tion models of the International ProStarequipped with MaxxForce 13 with SCR en-gines. The MaxxForce 13 features Cum-mins Emission Solutions aftertreatmentand newly improved turbochargers, EGRvalves, high and low temperature coolersand exhaust bellows. Electronic controlmodules have been recalibrated for theSCR systems, as well.

Options for the MaxxForce 13 range


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5002

4


from 365 to 475 HP with 1,250-1,700lb./ft. of torque. The remaining lineup ofInternational heavy-duty truck modelswill transition to SCR engines in a phasedlaunch throughout the year.

Stertil-Koni announces majorinvestment in tooling

Stertil-Koni, maker of heavy-duty vehiclelifts, has announced a major capital in-vestment at its U.S. manufacturing facil-ity, Stertil ALM, located in Streator, Ill.

According to the company, the enhance-ments represent completion of the firstphase of a substantial, ongoing commit-ment to plant modernization and effi-ciency. At the Streator facility, Stertil ALMfocuses on the production of a broadrange of Stertil-Koni heavy-duty vehiclelifts, including mobile column lifts, plat-form lifts, Ecolift—the industry’s firstU.S. patented, ultra-shallow, fill-rise, in-ground scissor lifting system—and therecently introduced Diamond Lift, a fullrise telescopic piston lift setting newstandards in precision heavy-duty lifting.

Wix Filters sponsors 2013School of the Year, CountermanProfessional of the Year andBest Tech Award Programs

Wix Filters is partnering with BabcoxMedia to sponsor the 2013 TOMORROW’STECHNICIAN’s School of the Year, COUNTER-MAN’s Counter Professional of the Yearand the Babcox TechGroup Best Tech pro-gram supporting excellence at every levelof the automotive repair industry.

“We are excited to continue our partner-ships to support all aspects of the automo-tive-aftermarket industry,” said MikeHarvey, brand manager for Wix Filters.“Each year we see high-caliber nomina-tions from the best technical school,counter professionals and technicians andwe look forward to reviewing top-of-the-line industry professionals and schoolnominations for 2013.”

The School of the Year program, a na-tional search to find and name the besttechnician training school in the country,with O’Reilly Auto Parts as a partner, isopen to all high schools or post-secondaryschools that have a subscription to TOMOR-ROW’S TECHNICIAN. Judges will then reviewentry criteria and select the top schoolfrom each of the four regions in the U.S.


www.FleetEquipmentMag.com 25 Rapid Response: 800-930-7204 ext. 50121

The winner will be selected from the fourfinalists and announced at the AutomotiveAftermarket Products Expo (AAPEX) inNovember. This is the sixth year a schoolwill be recognized.

The Counter Professional of the Yearaward recognizes an automotive aftermar-ket parts professional who goes above thecall of duty; continually seeks out educa-tion for himself or herself; is an exampleof the consummate parts professional;and is an ambassador for the aftermarket.This year will be the 28th year that Coun-terman magazine has named its CounterProfessional of the Year, sponsored byAffinia Group Inc., Raybestos Chassis andWix.

The Best Tech award recognizes the skillsand professionalism of automotive techni-cians, from demonstrating excellence in theautomotive service industry to engaging inthe local community.

Blue Tree Systems introducesportable in-cab device

Blue Tree Systems Inc., a provider oftrailer tracking, reefer monitoring and in-cab fleet management solutions, has un-veiled the latest addition to its feature set, aportable version of its in-cab terminal.

The R:COM In-Cab Portable retains all thesame features as the existing R:COM in-cabcommunication system, but is differentiatedby being a one-piece “plug and play” devicethat is temporarily mounted on the dash of avehicle. It is plugged directly to the vehiclediagnostics and with its permanently at-tached and durable antenna, the Portablesystem can be effortlessly installed and re-moved from any vehicle.

The ruggedized screen has been designedfor use in tough operating environments,and provides Blue Tree’s comprehensive fea-ture set, which includes Blue Tree’s hours ofservice program, user-friendly driver mes-saging with predefined quick messages andcustom data entry form messages, text tospeech, satellite navigation and job manage-ment features.

Fleet operators can send job details to thedriver with navigation coordinates to sim-plify the driver’s day, with truck specificrouting (avoidance of routes with physicalrestrictions such as weight, height andlength) guiding drivers directly to their desti-nation with the touch of a button. Estimatedarrival time is reported live to the office,while customer-specific screens can be

added to include Vehicle Inspection or Inci-dent reports.

The customer can also design and uploadcustom data entry forms, allowing them topersonalize the Blue Tree solution based ontheir specific requirements.

Shell plans LNG transportcorridors

Pending final regulatory permitting, twonew LNG corridors operated by Shell OilCo. are expected to begin operations andproduction in about three years. The proj-ects will utilize North American naturalgas in the Great Lakes and Gulf Coast re-gions. In the Gulf Coast Corridor, Shellplans to install the processing operationat its facility in Geismar, La. In the GreatLakes Corridor, the company plans a unitin Sarnia, Ontario.

“Natural gas is an abundant andcleaner-burning energy source in NorthAmerica, and Shell is leveraging its LNGexpertise and integrated strength tomake LNG a viable fuel option for thecommercial market,“ said Marvin Odum,president of Shell Oil Co. “We are invest-ing now in the infrastructure that willallow us to bring this innovative and cost-competitive fuel to our customers.”

Kit Masters to give away HarleyDavidson Fatboy

Kit Masters, manufacturer of GoldTopfan clutch rebuild kits, is running a sum-mer-long promotion that concludes with arandom drawing for a customized 2013Harley-Davidson Fatboy motorcycle. ThisGoldTop inspired motorcycle will feature agold flame paint job, two-to-one exhaust,one-of-a-kind footboards, custom handgrips, lowered suspension, an S&S aircleaner and more.

Consumers can find contest registrationcards inside of specially marked GoldToprebuild kit boxes.

Kit Masters Inc. manufactures heavy-duty aftermarket components, specializ-ing in remanufactured fan clutches,rebuild kits and accessories.

Telogis, Volvo Trucks enter intomemorandum of agreement

Telogis and Volvo Trucks in North Americaannounced that they have entered into amemorandum of agreement (MOA) to bringvalue to Volvo customers through the futuredevelopment of services that leverage the


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5002

6

comprehensive cloud-based Telogis platformincluding telematics, compliance and mo-bile. The cloud-based location intelligenceplatform delivers telematics, dynamic rout-ing, real-time work order management, com-mercial navigation and mobile integrationservices for companies with mobile work-forces. The location intelligence platformprovides operations and field managerswith mission-critical, actionable informa-tion such as location, fuel economy and ve-

hicle and driver performance data for alltrucks in a fleet. This information can beutilized to control costs, increase safety, im-prove customer service and enhance opera-tions. As a part of Volvo Trucks’ evolvingstrategy focused on uptime, connected vehi-cle services now come standard on all Volvo-powered trucks with the launch of RemoteDiagnostics.

Volvo said it was the first North Americantruck manufacturer to offer a telematics so-

lution beginning in 2002, adding that theagreement with Telogis will ensure Volvo con-tinues to build on its leading position in con-nected vehicle and fleet managementservices.

Baldwin Filters hosts BaldwinUniversity

Baldwin Filters recently welcomed distrib-utors to Baldwin University, a three-day fil-tration seminar, at its headquarters inKearney, Neb., the company reported. Distrib-utors from the U.S., Canada, Morroco and Is-rael joined Baldwin employees from the U.S.and Canada to learn more about filtrationand specifically the Baldwin advantages inthe marketplace.

Baldwin University, is presented by Bald-win design engineers and other staff mem-bers, is designed to broaden awareness oftoday’s filtration theories and practices, thecompany said. Plant and lab tours demon-strate the construction of Baldwin’s productline and examine research being done on ex-isting and future filtration concepts. BaldwinUniversity will continue in 2013 with a semi-nar scheduled for October. For information,visit www.baldwinfilter.com.

PreSet hubs now standard onPeterbilt Class 8 trucks

Designed to improve serviceability andreliability of vehicle wheel ends, PreSetPlus hub systems are now standard on allClass 8 truck models from Peterbilt Mo-tors Co. The hub systems, according to themanufacturer, feature a 40% improve-ment in surface finish, resulting in supe-rior rolling contact, reduced friction,lower operating temperatures, and in-creased lubrication and bearing life. Pre-Set Plus hub assemblies are available iniron and aluminum versions on steer anddrive axles with disc or drum brakes.

Idle Smart offers next-gen idlereduction solution

The availability of a next-generationpatented idle reduction solution has beenannounced by Idle Smart.

The automatic start-stop system pow-ered by Idle Smart Fuel OptimizationSoftware, according to the company, in-cludes enhanced features and functional-ity to enable up to 70% savings onovernight fuel costs. /


NewsIndustryRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

028

With ever-changing heavy-dutyengine technology comes

greater demand for more durable,higher-performing ancillary products,including oil filters. Modern lubrica-tion systems circulate oil at muchhigher rates than older-generationengines, so today’s filters must bedesigned with materials that canwithstand tougher working environ-ments while still performing their keyrole—contaminant control.

John Gaither, director ofheavy-duty productengineering forLuber-finer by FRAMFiltration, explainsthat most modern en-gines equipped withexhaust gas recircula-tion (EGR) and selec-tive catalyticreduction (SCR) tech-nologies generatehigher levels of or-ganic and inorganicacids, as well ashigher amounts ofsoot in the oil, requir-ing modern filtrationtechnologies that ad-dress these newerchallenges.

In addition, modern

filters must keep up with extendedoil drain intervals, according to engi-neers at K&N Engineering, as themajority of engine makers have ex-tended intervals to 600 hours on Tier4 engines with SCR.

“As with all heavy-duty engines,lube oil filter technology must keepahead of the trends of extendeddrain intervals, higher sump temper-atures, and complete chemical com-patibility with today’s oils and

additive packages; all while per-forming during the vibra-tion, loads and pressuresof today’s engine applica-tions,” says Martin Barris,

engine liquid and hy-draulics product directorfor Donaldson Co. “Today’s SCR engines are

tuned in such a way thatless soot is expected to be

driven into the lubeoil,” he adds.

“At the sametime, low-

ash oilsmay nothave thesame ca-pacity to

neutralizeacids as in

the past. This probably means sootisn’t as much of a problem, but totalacid number/total base number(TAN/TBN) must be monitored dur-ing extended drain intervals. As a re-sult, oil filter technology, in thecontext of an SCR engine, will focuson engine protection and long serv-ice life tailored to the typical mixtureof oil contaminants.”

Baldwin Filters’ Farrell Calcaterra,vice president of research and de-sign, explains that filters on today’semissions-compliant engines are ex-posed to higher average operatingtemperatures and ethylene glycol—leading lube filter medias to moveaway from cellulose to synthetic ma-terials. Lube filters also are movingaway from spin-ons toward more en-vironmentally-friendly cartridges.

Along with soot and sludge, today’soil filters must be able to effectivelydeal with the byproducts of oildegradation, notes Paul Bandoly,manager of technical service andcustomers training for NAPA Filters,who adds filter designs that incorpo-rate materials such as full syntheticmedia and high synthetic contentcellulose-based media have becomecommon. “Filters like the GoldNAPAXD have designs that manage theway oil flows through the filter as-

Meeting the needs of today’sengines requires enhancedprotection and long service life

BY DENISE KOETH | SENIOR EDITOR

Aftermarket Insights


Oil filtration update

Baldwin Filters’ P7505

Luber-finer Time Release Technology (TRT) Oil Filters


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5003

2

sembly so the element has the mosteffective opportunity to control thesoot, sludge and other contamina-tion,” he says.

Oil filter selectionWith plenty of options to

choose from, fleets must doa little homework in orderto select the best filters fortheir respective applica-tions.

“Fleets should use a highquality oil filter that hasbeen tested to meet OE re-quirements using industrystandard test procedures,”said Baldwin’s Calcaterra,who encourages fleets toask their suppliers to pro-vide performance datawhen selecting a replace-ment filter.

Luber-finer’s Gaither recommendsthat fleets monitor their engine oilanalysis data for the appropriate se-lection of an oil filter. “Fleets shouldknow their engines—whether theyare ‘acid challenged’ or ‘soot chal-lenged’—before making a decisionto select a filter.”

He adds the company’s Time Re-lease Technology (TRT) filters—which address the newer challengesof neutralizing acids in addition toperforming their standard job of re-moving contaminants from the oil—are best for “acid challenged”engines. And extended drain inter-val filters, like Luber-finer’s ImperialXL lube filters for heavy-duty en-gines, are made with specially-de-veloped micro-glass or full syntheticlube filters to handle soot and con-taminants for extended oil changeintervals.

“Keeping an eye on the oil analy-sis data, understanding an engine’sbehavior and intelligently selectinga filter can optimize engine life inaddition to service intervals,”Gaither says.

In general, K&N engineers recom-mend fleets look at the quality ofmaterials and how a filter is con-structed. “The K&N HD Oil Filter

has premium attributes like syn-thetic media that stops 99% ofharmful contaminants, high dirtholding capacity and filtration effi-ciency, a plated base plate for cor-rosion resistance coupled with a

double-rolled seal, and aheavy gauge canister for in-creased fatigue strengthfrom engine oil pump pulsa-tions,” they say.

K&N added for fleets thatoperate in cold climates, itsHD filter has excellent coldflow characteristics for en-gine protection during thecritical cold start-up phase.

Ted Loftis, director of en-gineering for Cummins Fil-tration, says a filter’sconstruction materials mustbe able to withstand themodern engine loads (pres-

sures, flows, vibrations, tempera-tures, etc.) from the full spectrum oflight- to severe-duty applications.“In some cases, this entails the useof synthetic filter media coupledwith staunch backing materials,” hesays. “The synthetic material can si-

multaneously provide fine filtration,low resistance to oil flow (especiallyin cold conditions) and the struc-tural ability to withstand the longerservice intervals demanded bysome customers.”

Loftis adds that premium filters ex-hibit features such as “two filters inone container.” For example, one ofthe filters could clean a small por-tion of the oil flow and provide very

Aftermarket Insights

Donaldson ELF7900

Cummins LF9080 Venturi Combo Filter


www.FleetEquipmentMag.com 33

high efficiency and capacity at re-moving “real-world” contaminants,while the other filter maintains ap-propriate oil cleanliness of all the oilflowing to key engine components.

“An additional feature for en-hanced performance is stabilizationof pleated filter media; this helps thefilter perform its intended functioneven better,” he adds, citing one ex-ample of pleat stabilization as being“glue beads” placed on the outerdiameter of pleated media packs.

Features to manage oil flow (suchas ensuring the proper flow split be-tween two filters in one container)also are utilized—an example isCummins’ Fleetguard Venturi Noz-zle, Loftis says. In some applications,auxiliary filtration is added to furtherenhance lube oil filtration, for exam-ple, in the case of a centrifuge “by-pass” filter that is generally used toremove soot from engine oil.

According to Donaldson’s Barris,lube oil filter media is commonlymade of pleated cellulose paper,providing good filtration and capac-ity for general contaminants, whilefull synthetic and cellulose/syntheticblend media provide enhanced per-formance. “For the most stringentlube filtration requirements, Donald-son Synteq Media, our full syntheticmedia, provides enhanced durabilityfor extended drain intervals whilemaintaining or improving filter effi-ciency and capacity at a lower re-striction than other media types,”Barris says. “The result is better en-gine protection for a longer periodof time while minimizing time spentin bypass.”

On a final note, when comparingfeatures of modern oil filters, fleetsmust make sure they use an “applesto apples” application review, addsNAPA’s Bandoly. “Make sure you arecomparing products that are de-signed and recommended for thesame application. It is not uncom-mon for there to be (multiple) op-tions for some applications—optionsbased on operating conditions, fleetobjectives and other similar consid-erations.”

Fleet best practicesOnce a fleet has se-

lected the proper oil fil-tration for its intendedapplication, there is stillmore to factor in, partic-ularly oil analysis, filterhandling and storage,and oil change intervals.

Baldwin’s Calcaterraadvises that fleets ad-here to OEM-recom-mended changeintervals, and that if afleet wants to extend itsoil drain interval, itshould work with oil andfilter suppliers.

“The TBN for oil, its acid-neutraliz-ing reserve, degrades over time andmiles, especially in modern dieselengines that use EGR. The TANmeasures the acidity level of the oil,”explains Luber-finer’s Gaither. “Anydecision regarding extending oildrain intervals must be based on oilanalysis and adherence to OEM cri-teria for acceptable oil operatingproperties. Operating propertiesmay include, but are not limited to,TBN, viscosity and fuel dilution.”

Fleets should ensure the oil analy-sis program is practiced across theentire organization, and that gooddocumentation and record keepingsupport the effort, says K&N. Fleetsmust then review the results andlook for trends that point toproblem areas. Investigatingthose problem areas can edu-cate fleets on what is happen-ing that might lead to costlyand disruptive equipmentdowntime, the company adds.

NAPA’s Bandoly touts goodmanagement of the filter in-ventory—keeping it clean, newand undamaged. “Leave filtersin their factory packaging untilinstallation,” he says. “Whethershrink-wrapped or boxed,make sure the factory packag-ing remains intact and protectsthe filter. A dented or damagedfilter should never be in-stalled.”

He also encouragesfleets to use the materi-als and support avail-able from filtersuppliers to make sureeveryone, even themost experienced tech-nician, has been trainedon proper filter selec-tion and installation.“In-field training, onlinetraining and even fac-tory training are a keypart of eliminating theconsequences of filtersbeing installed incor-rectly or by an un-rec-ommended

‘technique.’ Sit down with your filtersupplier at least once a year…to re-view product use, recommendations,and anything new or different thatcan or does impact the fleet.”

Another oil filter tip is to avoid stor-ing new filters in a humid environ-ment for extended periods of time;instead keep them dry, according toDonaldson’s Barris, who adds it alsois best to avoid allowing the filter’sthread plate to contact a dusty sur-face, and to always apply the recom-mended torque or installation turnsto the new filter.

Today’s engine oil filters are up tothe task of protecting a fleet’s hotter

running en-gines—with the rightselection and propermaintenance, fleetscan work with theirsuppliers to get themost out of thesevital components. /

NAPA XD oil filter

K&N Wrench-Off Diesel Oil Filters

Rapid Response: 800-930-7204 ext.50123


“There are numerous areas intrailers, especially in dry freight

vans, where fleets can specify weight-saving components,” says DavidGilliland, vice president of national ac-counts at Great Dane Trailers. “To seehow each item translates into pay-load, determine the cost per poundof weight savings. At the same time,consider that when you’re haulingaround less weight, your vehicles canbe more fuel-efficient.”

“With increasing tractor weights,aerodynamic side skirt requirementsand growing shipper demands, re-duced trailer weight and increasedpayload capacity are critical to bottomline performance,” states Robert Lane,director of product and business devel-opment at Wabash National. “Thereare literally hundreds of lightweighttrailer options available today. As withany option, there are cost/benefit con-

siderations to be made before select-ing any component.”

“At Utility, we continuously test tooptimize weight and typically remove40 to 50 lbs. of tare weight per yearon reefers and dry vans,” says JeffBennett, vice president of engineer-ing and product development. “Atthe same time, we make sure wedon’t cross cost and durability lineswhen reducing the trailer’s weight.”

Several options for Great Dane dryfreight vans can provide weight sav-ings for fleets hauling heavy loads,Gilliland notes. The Composite, forexample, is available with a newheavy-duty bottom rail, and a 21-in.high, one-piece aluminum extrusionthat replaces the standard 11-in. highbottom rail and eliminates the needfor a 6-in. integral steel scuffband in-side the trailer. The added strengththis design provides offers the ability

to cut weight by using shorter side-wall panels as well as lighter weightwall construction.

Other design changes on the Com-posite that are saving weight includerevisions to the rear frame and the useof composite panels in front walls,eliminating the need for interior frontwall linings. In addition, a Havco com-posite floor and aluminum crossmem-bers in place of steel, despite theextra crossmembers required, add upto lower weight.

Great Dane also offers its lighterweight PunctureGuard linings andscuffbands, as well as its Thermo-Guard reefer lining, which the com-pany says can save up to 200 lbs. dueto its thin design.

Wabash National offers a number offloor systems that reduce the weightof the trailer and, depending on theapplication, according to Lane, can

Trailer manufacturers offer advice on how to best optimize weight and payload capacity

After(market)&BeforeBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Lightweightcomponents

save between 190 and 670 lbs. Otherlightweight specs to consider, hepoints out, are couplers, aluminumcrossmembers and roof bows.

In addition, Wabash National contin-ues to evolve its DuraPlate compositematerial and utilize it in other areas ofthe trailer, resulting in weight savings.Using a base dry van as an example, 6 mm DuraPlate sidewalls can saveover 400 lbs., a DuraPlate nose cansave over 100 lbs., and last year thecompany made a 10 mm DuraPlateswing door standard for an additionalsavings of up to 50 lbs.

At Utility, Bennett notes, an im-proved foam formulation has enabledthe company to thin walls and reduceunneeded weight. An example is thefoam in the 4000D-X Composite dry

van sidewall. The foam is sandwichedin between the outer side skins andthe inside steel lining in the compos-ite structure, which allows the manu-facturer to reduce the thickness of theouter aluminum side skins.

Other approximate weight savingoptions compared to base specifica-tions for the Utility 4000D-X Compos-ite dry van include combination sideposts (20 aluminum A slot logisticsposts used in place of steel in strate-gic locations) that can save 188 lbs.,4-in. aluminum crossmembers in thebay area can save 155 lbs. comparedto steel, and using 1-in. aluminum roofbows instead of 1-1/16-in., 18-gaugegalvanized bows can cut 109 lbs. An-other option is a 1-5/16-in. aluminumfloor that is 386 lbs. lighter.

All of the manufacturers agree thatwhile there are many alternatives formaximizing payload in trailers, oper-ational requirements should alwaysbe considered before any weightsaving components are selected.“During the selection process,” saysWabash National’s Lane, “it’s impor-tant to consider the application andthe cost/benefit associated witheach option.”

Rolling into savingsLighter weight aluminum wheels

have been a spec of choice for manyfleets looking to improve freight car-rying capacity in trailers.

Alcoa Wheel Transportation Prod-ucts offers LvL One 22.5x8.25-in. alu-minum wheels, which weigh 45 lbs.The company also supplies a

Turning to lightweight fifth wheels

Fleets looking for weight reduc-tions to offset heavy emission sys-tem components and improve fueleconomy are increasingly turning tolightweight fifth wheels. The chal-lenge to fifth wheel manufacturers isto build products that are both lightand strong. When they succeed, theresults can be significant.

“The benefit to a fleet of choosinga lightweight fifth wheel systemvaries based on the combination oftop plate and mounting bracket se-lected and the type of fleet opera-tion, but it can range from $2 perpound for truckload carriers all theway up to $12 per pound for bulkcarriers,” says Terry Mennen, vicepresident of sales and marketing forFontaine Fifth Wheel.

Manufacturers have redesignedboth top plates and mountingbrackets/slides to take out weight.While some have turned to lighterweight materials like aluminum, oth-ers stick with steel for cost-effective-ness and durability.

These manufacturers rely on de-sign improvements to removeweight where it’s not needed, whilemaintaining overall strength. For ex-ample, Fontaine Fifth Wheel’s R&Dteam used computer-aided designto develop the company’s new LWBlightweight slide assembly that hasa smaller footprint than its prede-cessor, as well as steel reinforce-ment in key areas to provide greaterdurability and strength.


Interior view of Great Dane ThermoGuard lighter weightreefer trailer

Wabash trailer

Utility trailer

22.5x14-in. wide base aluminumwheel option weighing 58 lbs. perwheel. Switching single steel 22.5-in.wheels to 14-in. wide base aluminumwheels, the company notes, reducesthe weight of an 18-wheel combina-tion vehicle by nearly 1,400 lbs.

Accuride Wheel End Solutions hasexpanded its Accu-Lite family of alu-minum wheels to include 45-lb.22.5x8.25-in. and 54-lb. 24.5x8.25-in.

models, as well as two 22.5x14-in.wide base versions weighing 59 lbs.The new designs cut 1 to 2 lbs. from

previous dual wheel weights and 7 or12 lbs. in wide base models, depend-ing on the wheel offset specified.

Maxion Wheels offers the NorthAmerican market a variety of light-weight “high strength low alloy” steelwheels for commercial vehicles. Thecompany’s wheels range in size up to24.5 in. in diameter for single- or dual-wheel applications and for steer, driveor trailer axle positions. The wheelshave a straight-through stud hole andare available in both 8- and 10-holeconfigurations. Stud piloted systemsare available in standard or heavy-dutymountings based on load capacity.

Maxion also offers wide base steelwheels for weight sensitive applica-tions. For tubeless dual replacement,the wheels can provide weight savingsup to 166 lbs. per axle.

“While less weight is important forincreasing revenue-producing pay-load capacity,” says Denny Weisend,director of North American commer-cial wheel sales at Maxion, “afford-ability and performance are otherfactors to consider. Wheels also haveto be durable and resist side impactdamage.” /

Before After(market)


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5003

6

ResourcesAccuride —

www.accuridewheelendsolutions.com

Alcoa —www.alcoa.com/alcoawheels/north_america

Fontaine Fifth Wheel —www.fifthwheel.com

Great Dane Trailers —www.greatdanetrailers.com

Maxion Wheels —www.maxionwheels.com

Utility Trailer — www.utilitytrailer.com

Wabash National—www.wabashnational.com

Alcoa LvL One aluminum wheel

Accuride Accu-Litealuminum wheel

Maxion high strength low alloysteel wheel

“The bottom line,” says SeanDavis, president of Tri State

Transportation, “is that we want tobe able to haul the biggest net pay-load in the market. When you’rehauling hot asphalt, the lighter yourequipment, the more product youcan legally load—and the moreproduct you can carry, the moremoney you can make.”

Based in Phoenix, Tri State oper-

ates 25 tractor-trailers hauling liquidasphalt from refineries and terminalsto highway paving jobs in Arizona,Nevada and California. The bulk ofthe company’s tractor fleet consistsof Freightliner Columbia day cab andmid-roof sleeper models. For trailers,the carrier specs 7,500-gal. modelsfrom Polar Tank.

“Freightliner Columbia tractors arelightweight,” Davis relates, “and by


Specs&Fleet ProfileBY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Sean Davis President

Tri State Transportation

Adding it up

For Tri StateTransportation, a pound savedis a penny earned

spec’ing 22.5-in. low profile tires,aluminum wheels and lighterweight air suspensions, our powerunits weigh as much as 3,000 lbs.less than other models we’ve hadin the fleet. Still, with engine emis-sions systems adding weight totractors, trailers are the key to re-ducing tare weight and boostingpayloads.”

For Tri State, the solution to sav-

ing weight is the Polar Tank alu-minum hot-product model. Thetandem-axle, 42.5-ft. trailer, whichweighs just over 9,000 lbs. emptyand can scale 28.5 tons of liquidasphalt, is also 4,000 lbs. lighterthan older Polar models used bythe company.

Huge edge“That’s a huge edge over a com-


Tri State TransportationTractor Specifications

Model: Freightliner Columbia CL112; 70-in. MidRoof XT sleeperWheelbase: 230 in.Engine: MBE4000, 12.8-liter; 450 HP, 1,550 lb./ft.Clutch: Eaton Easy PedalTransmission: Eaton Fuller FRO-15210BDriveshafts: MeritorFront Axle: MFS-12-143APower Steering: TRW THP-60Rear Axle: RT-40-145, 3.42 ratioRear Suspension: Freightliner AirlinerHubs: Con Met Pre Set, aluminumWheel Seals: Scotseal Plus XLDrums: Con MetBrakes: Meritor Q+ABS: Meritor WABCO 4S/4MAutomatic Slack Adjusters: MeritorParking Brakes: Haldex Long StrokeWheels: Accuride Accu-Lite steel discTires: 295/75R22.5 Goodyear; G395 steer, G372Adrive5th Wheel: Fontaine No-Slack II 6000 SeriesFuel Filter/Water Separator: AllianceAir Compressor: Meritor WABCO 15.5 CFMAir Dryer: Bendix Ad-9, heatedFan Clutch: Kysor on/offBatteries: (4) Alliance, 2920 CCAStarter: Delco Remy 39MTAlternator: Delco Remy 160 ampBlock Heater: Phillips-Temro 1500 wattLighting: Truck-LiteHorn: Hadley, electricSeats: EZYRiderFuel Tanks: dual aluminum, 100-gal.

Tri State TransportationTrailer Specifications

Model: Polar Tank hot product; aluminum, round,jacketed, one compartmentLength: 42.5 ft.Capacity: 7,500 gal.Hose Carrier: aluminum; 4-in. by 8-in., 22 ft. longValves: SealcoEmergency Valve: Betts; 4-in. aluminum asphalt Landing Gear: Jost A400, two-speedAxles & Suspension: Hendrickson IntraaxAANT23K; tandem axleOil Seals: Stemco GuardianHubs & Drums: Walther EMC, hub-piloted; Dura-light hub, cast drumBrakes: S-cam; 16.5x7-in., Extended Service.ABS: Meritor 2S/2MBrake Chambers: TSE 3030Automatic Slack Adjusters: MeritorTires: 255/70R22.5 Goodyear G104 Wheels: Accuride aluminum discGladhands: TramecLighting & Electrical: Truck-Lite LEDConspicuity Tape: 3M Paint: black acrylic enamel on carbon steel parts

petitor who legally has to max out at25 or 26 tons,” Davis states. “A jobthat takes another carrier nine tripswe can handle in eight. That eithersaves the time and cost associatedwith the extra shipment, or we candeliver another load to the customerso they can pave more that day.”

Tri State’s Polar Tank specs call for astraight, round barrel with 0.249-in.aluminum on the bottom and 0.219-in. aluminum on the top and sides.

The trailer has fiberglass insulation, abelly-wrapped 0.032-in. aluminumjacket with lapped seams, and0.063-in. aluminum heads lock-seamed to the jacket. Trailer weightsavings come from components thatinclude an aluminum undercarriage,Hendrickson AANT23K Intraax sus-pension with integrated axles, Ac-curide aluminum disc wheels, and255/70R22.5 Goodyear tires.

Tri State’s equipment runs hard 24

hours a day, seven days a week onthe highway and on water-truck-main-tained roads. One of its Polar trailerslogged 400,000 miles during the first18 months it was in service with thefleet.

“That type of operation also meanswe pay close attention to mainte-nance, which is handled almost en-tirely in our own shop by five com-pany technicians,” Davis says. “At thesame time, we help ensure driversafety by spec’ing new vehicles withroll stability support systems. Thosesolutions are cheap insurance whenyou consider their cost and the po-tential they have to help avoid acci-dents.”

Finely-tuned“Polar helped us fine-tune our specs

to come up with the right balance,”Davis continues. “We evaluated howeach component contributes to thetrailer’s payload capacity, durabilityand driver convenience and safety.Cutting weight can make sense, butyou don’t want to take it too far.”

In addition to helping Tri State spectrailers for low tare weight and dura-bility, Davis reports, Polar was flexiblewith vehicle design. For example, thecompany repositioned the fenders onthe fleet’s newest trailers to be morein proportion with low-profile tires.“Cosmetically, they tied everythingtogether. It’s a small detail, but wewant the trailer to look good and rep-resent our company well to our cus-tomers.”

Other features of the Polar Tanktrailers at Tri State are designed tosave time and mess, Davis notes,such as the insulated, aluminumbreathing vent that eliminates thesurge and overspill of product thatcan occur with a free-breathing cover.

“Everything works better when youput in the time and effort to specthings correctly,” Davis says. “In theend, the combination of uptime andextra payload is winning bids for ourcompany.”

One to spare“For example,” Davis continues, “I

got a call at 4 a.m. from a customer


Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5004

0

Fleet Profile Specs

asking if I could bring him 225 tons ofhot asphalt. I said, ‘Sure, when does thejob start?’ and he said, ‘Now. The com-pany I normally call can’t do nine loadsand isn’t showing up.’ It turned out wehad only eight trucks available, but afterthe eighth load, the customer had his225 tons plus one to spare.”

Davis says that Tri State routinely hascustomers who have never seen somuch payload shipped at one time.

“They even regularly ask drivers to make sure they pullthe whole vehicle onto the scale because they can’t be-lieve how much product we can haul,” he adds.

Davis, who grew up working at his family’s West Coastconstruction business, knows a thing or two about howto save equipment weight without sacrificing reliability.“Our equipment,” he says, “may cost a bit more upfront, but compounded over a day, a week, a month, ayear, it is going to far exceed the productivity, profitabil-ity and return on investment that our competitors willget from their tractors and trailers. /



Moisture entering the electricalsystem of a commercial vehicle

costs time and money for the opera-tor, in addition to impacting safetyand customer service reputations.

Corrosion buildup and associatedelectrical failures not only increasemaintenance parts and labor costs,but related downtime and/or CSApenalty points accrued hurtthe fleet, as well. Based on itsexperience in developingelectrical and air brake com-ponents for the commercialvehicle industry, Phillips Indus-tries says it might be the firstline of defense against thistype of damage.

The first step was to under-stand how and why corrosiondevelops. Phillips’ Engineer-ing and Quality departmentsdevised comprehensive testmethods to find where troublereally lies. Development of the PhillipsSta-Dry product line has been drivenby the results of this testing, sup-ported by continuous communica-tions with fleet managers.

Excessive corrosion testing, whichPhillips says it is constantly upgrading,ensures that the company’s productsare developed to actually solve theseen and unseen problems experi-

enced by trucking fleets.One example of the consequences

of corrosion on electrical systems dis-covered through the company’s testmethod is that tractor/trailer connec-tions are not always adequately pro-tected. For instance, the J560 (7-way)connector is the only electrical con-nection that is routinely opened and

exposed directly to harmfulenvironmental conditions.When coiled cables are un-plugged from the trailer sideonly, they remain “live” andneed to be stored properly.Unfortunately, many timesthey are not. Even when con-nected, the nature of theJ560 design allows for con-siderable waterborne con-taminant attacks.

The most common failureclaims for 7-way connectionsare due to complete loss of

electrical function on the “blue” cir-cuit. This loss of function happens be-cause of corrosion brought on bythree primary reasons: lack of mainte-nance, water and chemical deicer in-trusion, and constant current passingthrough the “blue” circuit as long asthe tractor’s key is in the “on” posi-tion. Phillips says the most intriguingpoint regarding the failure at the 7-

BY TOM GELINAS | EDITORIAL DIRECTOR

Equipment Management

Electrical connections& inverters

Suppliers haveintroduced newproducts aimed

at addressinglingering

concerns due to corrosion in electrical

systems


Sealed 7-way connections, like this QCMS2 from Phillips,offer a good choice for fleet managers as they help eliminatecorrosion problems.

Phillips developedthe S7 electricalnose box, featuring a swivel socket designed to eliminate pull-away damage.

way connection is that it happens more fre-quently at the tractor side. Regulations forthe SAE J560 do not call for a watertightconnection, and with many connectorsbeing constructed in different sizes for com-patibility purposes, it leaves a considerablegap between the plug and socket connec-tion, where contaminants easily enter.

According to top fleet maintenance ex-perts, the 7-way connection on the tractorside is disconnected and cleaned 99% lessthan the trailer 7-way union. Combine thegap in the connection and no proper main-tenance with the inevitable water intrusion,and you have a recipe for corrosion. Phillipsdeveloped a new socket/plug hybrid, theQCMS2, that is semi-hardwired to the trac-tor, creating a complete seal at the 7-wayconnection. By removing the socket fromthe union, the QCMS2 mates directly withPhillips Sta-Dry QCS or QCS2 (Quick-Change Socket) harness boot (standard onmost tractor OEMs), so there is no break orgap where moisture can enter.

See through insulationWherever wires are connected throughout

the vehicle, moisture and subsequent corro-sion can do damage to electrical systems. Asealed electrical system is vital. Phillips saysits Sta-Dry terminal connectors make perma-nent repairs that prevent wire corrosion, re-ducing maintenance events and the costsassociated with them. Using top materials


Power Inverters: The most commonlyasked questions

Power inverters—the devices that convert standard battery(DC) power to AC household power—are becoming morecommonplace in the trucking industry.

According to Steve Carlson, OEM sales manager forXantrex, inverter sales have risen sharply since early 2012,and the company expects this trend to continue in the nextfew years.

“Fleets know that drivers love them, as they provide anextra measure of creature comfort that helps with driver re-tention,” Carlson says. “But, they can be nervous about in-verters and their potential to damage the truck’s electricalsystem. One size does not fit all, and inverter quality variesgreatly.”

What size should fleets buy?“Fleets should do a survey on truck size and

power usage and understand how drivers willuse an inverter—what items drivers want pow-ered and what items will be used at the sametime,” says Carlson. “That will help ‘right size’the inverter for their operation.”

As an example, Carlson says drivers will often run a mi-crowave, TV and laptop all at the same time. “A microwavemight be rated at 1,000 watts, a TV at 250, and alaptop at 95. Add them up to see how muchcontinuous power they’ll need andthen add 20%. So, in this case,1,600 watts. Next, round up to findan inverter that meets those powerneeds. Xantrex, for example, offersan 1,800-watt unit, and that’s what wewould recommend.”

While determining continuous power is an impor-tant consideration, so is “surge power.”

“Whenever a driver powers up any device, the initial load ismore—and sometimes double—what the continuous powerrequirement is,” Carlson says. “So, an 1,800-watt invertercan handle a short 3,600-watt power surge requirement.Some inverters on the market can handle only a few millisec-onds of surge before the power draw shuts down the in-verter. Others can last five seconds or more, and that’s whatyou should look for.”

What type of inverter should fleetsbuy: sine or modified sine wave?

“For those running sensitive electronics(like CPAP machines) or products that areplugged into their own chargers—a drill or atoothbrush—sine wave is the preferredchoice,” says Carlson. “Since sine wave is the

same power as what you get at home, the voltage is consis-

Using top materials for the tubingand lining, and using adhesive

to increase adherence to the wire. Phillips connectors make a tight seal

that reduces chance of corrosion buildup.

1.

2.

for the tubing and lining, and usingadhesive to increase adherence to thewire, Phillips says its connectors makea tight seal that reduces the chance ofcorrosion buildup.

Fleets can reduce overall mainte-nance costs even more if they can vi-sually identify where trouble lurksbefore it creates unscheduled down-time. Phillips adds it has used its ex-perience and testing capabilities todevelop a line of Clear-VU terminals,tubing and even battery cable thatallow for just that; during routinemaintenance inspections, any hint ofcorrosion buildup can be seen and re-pairs completed before the damagegets worse.

An obvious cause of electricalsystem failures and associatedmaintenance costs involves the un-intended pull-out of electrical ca-bles that connect tractor to trailer.

For some time, Phillips has beenworking to develop an electrical

nose box that would follow the move-ment of the tractor cab, so when adriver backs into a 90-degree loadingspot, he doesn’t rip out the cable andair lines. The big issue was to not fa-tigue the copper conductors whiledeveloping the driver-friendly nosebox.

Once cables and air lines surpasstheir maximum working length, thepull is so hard it often damages thecable plug, rendering it inoperable,plus it often damages the nose boxbeyond repair. Another issue thatplays an important role in electricaland air line destruction is when thedriver forgets to disconnect the linesfrom the trailer and then drives off.

With today’s driver turnover, fleetsare asking drivers to operate the vehi-cles as if they were long-term employ-ees, which they are not. Oftentimes,the driver cranks down the landinglegs, disconnects the fifth wheel, hopsback into the cab and takes off withthe cables and air lines still con-nected. Phillips has developed anelectrical nose box that not only usesits patented QCS2 corrosion-free


Equipment ManagementRa

pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

044

tent without spikes or drops. “But, in most cases, modified sine

wave power is just fine in operatingmost electronics and appliances.

“With a sine wave unit, there is aslight decrease in the efficiency rating,since electronics within the inverter usepower to keep electrical levels consis-tent. We have an 87% efficiency ratingon a Xantrex sine wave unit comparedto 92% on a modified inverter. It’s likethe difference between running a 6-cylinder car versus 4-cylinder car. That4-cylinder car may get a bit better fueleconomy, but the 6-cylinder is better inoverall performance.”

Is it OK for fleets toinstall the inverter?

Carlson says that mosttechnicians will have noproblem handling instal-lation, “and Xantrexdoes offer fleet training

programs to our customers. It’s our rec-ommendation that inverters over 300watts feature hard-wiring and fusing.”

Carlson says to make sure there is ad-equate ventilation around where youplace the inverter to allow heat to dissi-pate. “And you have to be cognizantof wire sizing and the distance be-tween the inverter and plug-ins, whichcan be put in the sleeper; plus the dis-tance between the battery and in-verter.”

According to Carlson, most fleetswant the convenience of a factory-in-stalled and warranted inverter. “Do anOEM install when you purchase a newtruck, or have the installation done byan authorized dealer,” recommendsCarlson. “The OEMs have installationdown to a science and it’s done on theline to rigid specs. Truck and aftermar-ket dealers also have the experience,so it’s worth spending a few extrabucks to have the installation done

3.

socket assembly, but also features aswivel socket that is mounted to thetrailer and will follow the truck cab,matching each turn and bend to thetrailer.

Now, while the driver makes thesharp right-hand turn backing into adock, the S7 allows the cable to fol-low the direction of the cab so if theworking length is exceeded, the cableejects from the socket, retractingharmlessly to the deck plate. Combin-ing the electrical socket with the 38-degree swivel gladhand, both the airand electrical lines now follow thecab. If either working distance is sur-passed, all lines are automaticallyejected. Electrical nose box, electricaland air line road calls are virtuallyeliminated.

This product technology can savefleets money. For example, a majorMidwest fleet of roughly 6,000 trucksand 15,000 trailers said it replacesabout 3,000 electrical cables per yearand slightly more than 3,000 pairs ofair lines due to pull-away damage.This represents a working life of justover two years before a complete setis replaced. /



right, the first time, should your ownstaff not have the time or expertise.”

What kind of reliability can I expect?

You will pay more foran inverter that has a“Regulatory Listed” ap-proval—such as UL orETL with UL458 rating.

This means the inverter was inspectedand approved by an independentagency that safeguards against issueswith electricity. Buying an inverter thatis not Regulatory Listed tells you“buyer beware.”

“Buy an inverter with a regulatorylisting. This is the most importantsafety point I can make, and in fact,TMC’s RP163 calls out this UL listingfor all inverters and chargers installedin a truck. What’s more, TMC’s RP160,which discusses DC and AC wiring in a

truck, has requirements that are auto-matically met by UL458 listed inverters.The main point being that the neutraland ground are bonded togetherwithin the inverter.”

Carlson says that inverters in-stalled by truck manufacturers allare UL approved, but inverterssold at truck stops are not.

Should I get an inverter with abattery charger?

“Yes, if your drivers can use ‘shorepower’ (electrical out-lets),” says Carlson.When plugged in, driv-ers can run everythingthrough the inverter, aspower is automaticallytransferred to the re-

4. 5.


ceptacles for as long as they want, plus they can rechargeand top off the batteries. The more shore power is used,the better, as it prolongs the life (by 20% to 30%) of thebatteries. This happens by keeping batteries fullycharged, offsetting parasitic loads, and reducing thenumber of cycles.”

According to Carlson, most installations use the inverteroff the truck’s starting batteries, and quality inverters willhave a low voltage disconnect (LVD) to shut down whenvoltage drops to 11.7 volts. This ensures the truck will haveenough juice to start.

“Check on the LVD feature of your trucks before you buyan inverter,” cautions Carlson. “Many inverters on the mar-ket will run the batteries down to 10.5 volts, which will letdrivers run electrical devices longer in the cab and sleeper.However, your drivers won’t then be able to start thetruck unless the truck comes equipped with its own LVD.

“Another option is to run two dedicated deep-cyclebatteries and connect them to the inverter. Deep-cyclebatteries were designed to be drawn down to a 50% stateof charge, or 10.5 volts. That will give your drivers double totriple the amount of continuous power to run hotel loads.”

What is the Purpose of an Inverter if Ialready have a Fuel-Fired APU?

The addition of an inverter to a truck elec-trical system will reduce hours of use on adiesel-fired APU (assuming that the APUdoes not already have shore power com-patibility). “And, it will reduce maintenance

costs and increase APU life,” says Carlson. “An inverter canbe used for hotel loads in the cab as long as environmentalconditions do not require air conditioning. When those con-ditions happen, just power up the APU.”

With this set-up, the APU would turn on only if the batter-ies dropped to a lowlevel. Once the bat-teries are charged,the APU can shut offagain. “This signifi-cant reduction in

APU run time means aquick payback on the cost of

the inverter,” says Carlson. /


pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

046

Grote Industries, a supplier of lighting and electrical systems for heavy-duty trucks and trailers, suggests it will be criti-cal for fleets to have solid technician training programs in place to quickly bring new technicians up-to-speed on

maintaining these systems. The company recalls the last labor crunch to hit trucking in the late ’90s, which had a dramaticimpact on many fleets’ abilities to attract and retain over-the-road drivers. The next labor shortage, the company be-lieves, is sure to be felt in the area of maintenance, as well as drivers. Many fleets already are struggling to find and keepgood technicians as the country’s economy continues to recover.

With lighting and electrical components consistently ranking as fleets’ most frequently serviced vehicle components,

Technician training will be needed

6.

Lighting and electrical system maintenance

Truck-Lite Co., a familiar name in truck lighting and elec-trical systems, offers fleet technicians the following guide-lines for system maintenance:

• Never use a test probe to pierce wire insulation whentroubleshooting lighting complaints. Wicking action cancause moisture to travel along the wire strands and cor-rode critical connections. If probing a harness or wire isnecessary, make sure the puncture is properly sealed.

• To correct voltage problems, discover the real cause.Under-voltage often is caused by poor electrical connec-tions. To correct under-voltage, don’t just turn up the volt-age. Find out and correct the cause of the problem.

Many discarded lamps are still in good condition. Playdetective when solving lamp problems. First, test with ameter, power supply or battery. Then, if you desire, openthe lens on a discarded lamp and examine the bulb. It willtell you why it failed. For example:

• A bulb with stretched or broken filaments was sub-jected to vibration.

• A yellowish, whitish or bluish glaze on the bulb indi-cates a rupture in the bulb’s glass envelope.

• A dark metallic finish indicates old age.• A black, sooty bulb indicates a poor seal in the bulb.Test all lamps one more time before you discard them.

Truck-Lite’s warranty department reports that close to 20%of all lamps sent back are still in good operating condi-tion. The ones that aren’t working can be returned to yourlamp supplier.

All lamps will live longer if they run cool. Dirt on the lensincreases the heat, so keep them as clean as possible.Other people can see your rig, and that is one of the pur-poses of the lighting system—to be seen. Certain lightingproducts generate heat; take care to avoid contact withflammable materials.

Treat the electrical system as you would the chassis. Lu-bricate sockets, pigtails, battery terminals and connec-



it’s critical that main-tenance personnelknow the proper tech-niques for maintaining andrepairing these systems. Tohelp address this growingneed, Grote Industries has devel-oped and launched a new trainingprogram called Grote Know-How, which is available at nocharge to the trucking industry.

The comprehensive trainingprogram covers truck and trailerlighting and electrical systems. Itis designed to be a self-studymeans for providing fleet main-tenance personnel with a solidunderstanding of vehicle electri-cal system basics. Grote addsthe program provides tools totrain technicians of all experi-ence levels and turn them into experts on selecting,maintaining and repairing heavy-duty vehicle electricaland lighting systems.

For more information about the Grote Know-How pro-gram, go to grote.com/tech/knowhow. /

Grote says its Ultra-Blue-Sealoffers ultra-versatility in repairkits or components: connect-ing harnessess for rear lightingrepair to fit any vehicle; Pigtailsfor every need, all featuringUBS slim-line under-lampplugs for no-splice connec-tions...simple, foolproof andweathertight; and either facto-ry-sealed or field re-sealablelamp systems.

Truck-Lite's 7-in. LED headlamp system meets and exceeds FMVSS-108 and CMVSS-108 DOT requirements for both low and high beam performance, the company said.

tions with non-conductive anti-corro-sion compound. The purpose of thesealant is to totally encapsulate andprotect against corrosion and water.

Inspect for improper ground con-nections. This is a major cause oflamp failure, especially when thechassis is used for a ground. Whenlamps are grounded through thelamp housing, make sure there is aclean connection (i.e., metal-to-metal)between the housing and the chassis.Also, a fifth wheel ground strap maybe used for added protection on achassis ground system.

Look for loose, bare or unsup-ported wires and fixtures. Harnessesand wiring should be on the under-side of top frame members ratherthan on the bottom, where dirt and

road splash collect.Always replace wiring, trailer light

cables and harnesses with an equal orheavier gauge of wire than was usedin the original specifications. If youdon’t, you may cause unnecessaryproblems.

On older trucks, never crank the truckwhen any lights or accessories are on.Also, never leave markers and hazardlights on when parked against a dock.Melted lenses are a sure sign that thevehicle has been parked against thedock while the lights were on.

Inspect the grommets that housethe lamps. They will eventually deteri-orate from sunlight, ozone and harm-ful chemicals as they age. Newgrommets restore shock protection,security and improve appearance. /



pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

048

Preventing lighting-related maintenanceissues

According to the lighting expertsat Peterson Manufacturing, as partof a comprehensive maintenanceprogram, a conscientious inspectionprogram can prevent an out-of-compliance condition before it oc-curs. Maintenance personnel shouldgo beyond just verifying that lightsare illuminated. They should regu-larly look for:

1 Lamp lenses and housings thatare cracked or fatigued;

2. Harness or pigtail conductorsthat are brittle, chaffed, stripped orbadly kinked;

3. Corroded terminals and plugs;4. The failure of individual diodes

within an LED lamp assembly, whichcould be an early indication of mois-ture or corrosion intrusion.

In addition, always follow thesegood maintenance practices:

• Periodically use dielectric grease to protect bare metal terminals (if theyare not otherwise sealed from water and corrosive chemicals).

• When a situation requires emergency repairing, splice wires togetherusing glue-filled, heat shrink crimp connectors to effect a completelysealed connection. /

A compact, self-contained “CSA kit” of spare light-ing supplies is a wise investment for everycommercial fleet. This kit should include one ofeach standard style of light on the vehicle, alongwith the tools needed to replace lights properlyand repair damaged wiring. Contact Peterson oryour Peterson sales rep to have a custom-designedCSA kit assembled to match your fleet.


Truck Products

Acme Automotive Finishes, a registered trademark of the Sherwin-Williams Co., has added the AIC (Advanced Industrial Coatings) 2.1 Epoxy Primer andthe AIC Metal Direct Factory Package Colors to its Acme Quality Paints product line. AIC 2.1 Epoxy Primer is a high-solids, low-VOC 2K product, availablein gray, that the company says provides corrosion resistance, durability and adhesion. Utilizing the new AIC Epoxy Hardener, the primer is easy to apply andhas a customizable mix ratio. AIC Epoxy Primer is designed for original equipment and refinish applications, the company said.

There are now 16 AIC Metal Direct colors available. The low VOC acrylic polyurethane is suitable for a variety of substrates, including blasted cold or hotrolled steel, sheet molded compound (SMC), or fiberglass reinforced plastic (FRP). It is packaged in a 6-gal. container at a 5-gal. fill for 5:1 (five parts colorto one part hardener) mixing inside the can. Black and white colors also are available in 1-gal. sizes. AIC Metal Direct has a minimum recoat time of 20 min-utes, 45 minutes to hand slick, dust-free in one hour, and tack free in 1.5 hours, the maker added.

Acme Automotive Finisheswww.acmefinishes.com Rapid Response: 800-930-7204 ext. 50151 www.FERapidResponse.com

Sherwin-Williams brand adds to finish product line

Alliance Truck Parts announces newalternator line

Rated for higher temperatures in 2007 and 2010 EPAemissions-compliant engines is a new line of heavy-dutyalternators from Alliance Truck Parts. The product linecovers a wide range of applications that meet or exceed current OEM specifi-cations with pad mount or J180 mount options, the company said.

Amperage ratings range from the 444 model’s 150 amps up to a full 210-amp rating. Temperature ratings for all models are 125 degrees C with theexception of the 444 model, which carries a 110 degrees C rating.

According to the company, other features for various models in the newline include a redesigned solid lead frame rectifier with a welded diode as-sembly, a sealed brush box, case ground, heavy-duty front and rear bear-ings, a dual internal fan, and an e-coated housing for corrosion resistance.All Alliance alternators utilize a solid lead frame, creating a single, solidconnection to all of the internal diodes. /

Alliance Truck Partswww.alliancetruckparts.comRapid Response: 800-930-7204 ext. 50152 www.FERapidResponse.com



PlastiKote offers truck bed liner

Reyco Granning introduces air ride sliderThe DockMaster 400 (DM400) Air Ride Slider for dry freight and refrigerated trailers and trailer on flat

car (TOFC) intermodal applications has been unveiled by Reyco Granning. The newest addition to an ex-isting line of trailer air spring suspension systems, the DM400 features seven gauge, 9-in. Super-C framerails and unitized, wrap-around hangers.

Designed to fit Binkley, Hutch and TTMA rails, the system is built with side wear pads in the hanger, andhas a 4.5-in. multifunctional pivot bushing. Other features of the DM400 include an air pin release and themanufacturer’s Rey-Align “one person” alignment system.

Reyco Granning www.reycogranning.comRapid Response: 800-930-7204 ext. 50154 www.FERapidResponse.com

Trailers Bodies

PlastiKote Truck Bed Liner can extend the life of yourtruck bed and help prevent rust and scratches, the companysaid. This durable and long lasting bed liner paint is availableas an aerosol, a gallon can and a truck bed liner kit.

The aerosol PlastiKote Truck Bed liner paint (264) bonds to thesurface, resisting abrasion, and has textured, recycled granules to cre-ate a skid-resistant finish. The flexible, textured surface minimizes cargo slip-page, resists fading and withstands extreme hot or cold temperatures. PlastiKote alsooffers a Truck Bed Liner Kit (265GK) that includes a gallon of truck bed liner paint, a roller frame and cover,scuff pad, roller tray and brush, the company added.

PlastiKote www.plastikote.comRapid Response: 800-930-7204 ext. 50153 www.FERapidResponse.com

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5005

0Ra

pid

Resp

onse

: 800

-930

-720

4 ex

t. 50

070


Shop Equipment

BendPak offers ToughPadsBendPak’s new ToughPads fit later year BendPak two-post lifts and offer the

grip of natural rubber combined with the ultimate in abrasion and tear resist-ance of Polyurethane, the maker said. The durable, wear-resistant polymercompound extends the life of the contact pads, which helps increase work-place safety and reduces operating costs. The round slip-over design makesinstallation quick and easy, BendPak said, adding the ToughPads are:

• Abrasion resistant• Oil and solvent resistant• Tear resistant• Heat and cold resistantIn addition, they have a higher load bearing capacity and they replace ear-

lier BendPak contact pads made of natural rubber.BendPak www.bendpak.comRapid Response: 800-930-7204 ext. 50161 www.FERapidResponse.com

Bee Line catalogshowcases wheelalignment equipment

Wheel alignment systems, ele-vated solutions for alignmentshops and axle and frame cor-

rection equipment for heavy-duty trucks and trailersare the focus of Bee Line’s new catalog. Included arethe recently released LC7500 Series Computer Align-ment Systems in mobile or permanent versions.

Also featured are Bee Line’s recently redesignedSpace Saver Ramp and customizable AdvancedAligner Runways. Shop equipment is showcased inthe catalog, including the Smart Balancer II, Bee Line’sfront and rear truck axle correction tools, as well aspumps, rams and frame correction solutions. The cat-alog also details hands-on training courses offered inBee Line’s training center in Bettendorf, Iowa.

Bee Line www.beeline-co.comRapid Response: 800-930-7204 ext. 50162 www.FERapidResponse.com

Kiene adds new Clutch Caddy adapter

Rapid Response: 800-930-7204 ext. 50071Rapid Response: 800-930-7204 ext. 50051

Kiene Diesel said it has developed another adapter forthe multi-task Clutch Caddy. According to the company, the new CC2064 EatonDM clutch adapter kit includes a new alignment shaft and a set of leg extensions.The new kit is 13th in the series of Clutch Caddy Adapters. Use of the kit allowsone technician to safely install or remove this 200-lb. clutch, Kiene added.

Kiene Diesel Accessories www.kienediesel.comRapid Response: 800-930-7204 ext. 50160 www.FERapidResponse.com


Rapid Response: 800-930-7204 ext. 50202www.FERapidResponse.com

Classifieds


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

Rapid Response: 800-930-7204 ext. 50201 www.FERapidResponse.com

YOUR AD HERE!TO ADVERTISE IN THE

CLASSIFIEDS CALL Tom Staab330-670-1234, ext 224

or email at [email protected]




Classifieds

Rapid Response: 800-930-7204 ext. 50205www.FEapidResponse.com Rapid Response: 800-930-7204 ext. 50206 www.FERapidResponse.com


Get FREE PRODUCT ANDSERVICE INFO from the

companies featured in thisissue of Fleet Equipment.

It’s fast and easy!TO GET CONNECTED:

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

>>>OR VISIT www.FERapidResponse.com andclick on the company you want infofrom!

>>>OR click on the Fleet Equipment RapidResponse icon on our Web site atwww.fleetequipmentmag.com!

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]

949-756-8835Don Hemming

[email protected], ext. 286

Sean [email protected]

330-670-1234, ext. 206

CLASSIFIED SALESTom Staab


LIST SALES MANAGERDon Hemming


SALE

S RE

PS

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5020

8 w

ww.

FERa

pidR

espo

nse.

com NO Steel Balls

NO 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

ENGINE OILDRAIN VALVE

DRAIN YOUR ENGINE OIL WITH THE TOUCH

OF A FINGER

www.FumotoUSA.comFumoto Engineering of America

(425) 869-7771

FUMOTO




Advertiser Page Rapid Response Advertiser Page Rapid Response Code Code

Afton Chemical Corp. 37 50037

BendPak 50 50050

BendPak Insert 50120-50123

Bergstrom Inc. 28 50028

Betts Co. 36 50036

Carrier Transicold 23 50023

Chevron Products 9 50009

Coxreels 51 50051

Espar Products 24 50024

Espar Products 25 50025

Federal Mogul/National BCA 16 50016

Federal Mogul/National BCA 17 50017

FSX Equipment Inc. 51 50071

Giti Tire USA Ltd. 46 50046

Grote Mfg. 32 50032

Hendrickson 7 50007

Hendrickson 15 50015

IMI 41 50041

Labelmaster 44 50044

Luber-finer 22 50022

Marangoni Tread North America Cover 3 50057

Meritor Inc. 5 50005

Mitchell 1 31 50033

Monroe Shocks & Struts 48 50048

NAPA 1 50027

NTN Bearing Corp. 13 50013

Old World Industries 3 50003

Peterbilt Motors Co. Cover 4 50058

PPG Industries 29 50029

ProDiesel 40 50040

SAF-Holland Inc. 11 50011

Saf-Tee Siping/Grooving 55 50055

SKF Corp. 14 50014

Thermo King Corp. 19 50019

Thieman Tailgates 50 50070

Tiger Tool International Inc. 49 50049

TMW Systems 21 50021

VDO RoadLog 45 50045

Wix Filters 26 50026

Wix Filters 27 50027

Reader Response Pagesponsored by

Rapi

d Re

spon

se: 8

00-9

30-7

204

ext.

5005

5w

ww.

FERa

pidR

espo

nse.

com

A recent survey found that 46% of fleet managers cite cost savings as the pri-mary focus of executive management as it relates to their company’s fleet opera-tions, according to a the survey conducted by GE Capital Fleet Services. This wasfollowed by on-time delivery and service, driver safety and resource productivity(all 15%).

Accordingly, when fleet managers cited their greatest concerns, 26% said meet-ing their organizations’ cost-savings goals was their greatest concern, an increaseof 3% since last year’s survey, followed by driver safety (23%) and workforce pro-ductivity (19%).

The GE Capital Fleet Services survey of fleet managers was conducted at the2012 NAFA Institute & Expo in St. Louis.

“Whether identifying ways to reduce maintenance spend or fine-tune vehiclereplacement strategies, we continue to experience a high demand from cus-tomers on how best to optimize their fleets and drive out cost,” said Mark Hayes,chief marketing officer of GE Capital Fleet Services. “We specialize in workingclosely with customers to make them successful based on the demands of today’sbusiness environment and the future goals of their organizations.”

According to the survey, in the next 12 months, 57% of fleet managers will haveincorporated alternative fuel vehicles into their fleets. Fewer fleet managers thana year ago said they do not currently have plans to incorporate alternative fuel ve-hicles over the next 12 months (30% today down from 34%).

Other key findings from the survey include:Analytics: Of the fleets surveyed, 38% use analytics tools to identify ways to im-

prove operational efficiencies and 24% note analytics have assisted their purchas-ing decisions.

Vehicle replacement: Only 7% of respondents do not have plans to pursue a ve-hicle replacement program in the next 12 months.

Leasing versus owning: 48% said the majority of the fleet they manage isleased, equal to the percentage whose fleets are owned by their company. /


• Equipment TechnologyRolling resistance tires/retreads

• Before & After(market)Buying TPMS

• IT for Asset ManagementTechnology to streamline the business process

FLEET EQUIPMENT (ISSN 0747-2544)(May 2013, Volume 39, Number 5): 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. © 2013 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:

June

Call Jeff Stankard at(330) 670-1234 Ext. 282About Advertising Opportunities!

PostScript

Cost savings is top-of-mind

Coming in

fleet equipment

Documents

overall efficiency

specd cascadia evolution

enhanced cascadia evolution

overall freight efficiency

brake thermal efficiency

fleet equipmentwe

cascadia evolutionpowered

heavyduty class