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4 From the TopToday, Tomorrow and Beyond.

6 Welcome to Our HomeA play day in the mud was the agenda for visitors to the Ooltewah plant.

8 Why Buy From Your Local Distributor?Don’t under-estimate the value of buying locally.

10 New Products

12 Vulcan’s V-30 A workhorse for any need.

14 The Roar of the Engine Miller Industries Race Teams at the tracks.

18 Miller Rocks BaltimoreA scrapbook of Miller’s 2004 American Towman Show.

20 Pound for PoundMore on Miller Industries newest towing attachments.

23 Chassis ProfileFord’s 2006 Low Cab Forward (LCF) exemplifies traditional Ford toughness.

24 What’s So Hot About “Hot Shift” PTOs?An upfront investment that pays off in the end.

26 Unusual and Difficult TowsIt’s not what you tow but how you tow it... or is it?

28 Hooked On MillerWith the variety of trailers on the road today, there’s no one hook-up that works everytime.

Table of Contents

On Call 24/7 1-800-292-0330 3

On The CoverTom Griffin (left), Director of Export Sales at Miller

Industries, and Michael Boniface (right), ManagingDirector of Boniface Engineering Ltd. in England,explain the operation of the latest radio proportionalcontrols to Neil Yates, owner of NY Recovery Ltd.Neil’s company specializes in light and heavy towingand recovery in the United Kingdom and Europe. Herecently purchased his new Kenworth with a Century

1060S rotator fromBoniface Engineering Ltd.The 60-ton rotator wasbuilt and installed at MillerIndustries’ Ooltewah facili-ty, where Neil, accompa-nied by Michael, tookdelivery of the unit. Neildrove the unit fromTennessee to New YorkCity where it was sched-uled for a photo shootbefore being loaded on aship for a two-week jour-ney to its new home in theUnited Kingdom.

I would like to personally thank everyone who hasresponded with pictures and stories for this edition ofON CALL 24/7 and encourage you to send or e-mailyour information or questions for future issues.

Growing up in a family towing business in NorthernMinnesota, and having spent my entire life in andaround the towing industry, I have seen a lot ofchanges. One thing that hasn’t changed however, isthe people. The towing industry is comprised of someof the most dedicated, hard-working people you canfind anywhere. I feel honored to be part of this industryand to call so many of you my friends.

I look forward to your continued correspondence andvisiting with many of you throughout the year at upcom-ing shows. If you have not yet signed up for your freesubscription to ON CALL 24/7, just visit our website atwww.millerind.com.

With Sincere Appreciation.

Randy Olson, EditorOn Call 24/7Miller Industries Towing Equipment Inc.8503 Hilltop Drive, Ooltewah, TN 37363or e-mail to [email protected]

On Call 24/7 is published quarterly by Miller Industries TowingEquipment Inc., 8503 Hilltop Drive, Ooltewah, TN 37363. Phone:(423) 238-4171, Fax: (423) 238-5371, www.millerind.com.Copyright ©2005 Miller Industries Towing Equipment Inc. All rightsreserved. No part of this publication may be reproduced withoutwritten permission of Miller Industries Towing Equipment Inc.


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4 Spring 2004 On Call 24/7

From the Top

Today, Tomorrow and Beyond

By Jeff BadgleyPresident and Co-CEO

After our first edition of On Call 24/7, Miller Industries received both congratula-tory letters and constructive feedback from people in our industry worldwide. Weare delighted with the industry’s response. We plan to continue providing a publi-cation that is both informative and educational in nature to an industry we serve.

2004 was a historic year for Miller Industries. Early in the year, we completed thetask of exiting business segments that drained both financial and human resourcesfrom our manufacturing company. Once that exercise was complete, a rebirth ofMiller Industries took place and we were able to focus on our core business with-out distraction. The result of that focus was evident throughout the year. Beginningwith the Florida Show in April 2004, our people shined and the initiative continuedthroughout the year. Focus groups of towers worked alongside our personnel tohelp define new product offerings and enhancements and we thank them for theirinput and guidance. Distributors worked diligently to enhance their service capabil-ities. Manufacturing personnel, together with our engineering staff, improvedprocesses. In effect, our singular focus on our core manufacturing business hastaken our passion for this industry to a new level. That passion continued intoBaltimore for the American Towman Show in November. Our people and our dis-tributors demonstrated products with renewed vigor that resulted in our most suc-cessful Baltimore show ever.

The year 2004 has become our building block for this year. Part of what weaccomplished in 2004 will be previewed at the Florida Show as new product intro-ductions. Most importantly, 2004 reconfirmed that people perform their best whenthey are contributing to something they believe in.

As the largest manufacturer in the industry, we thank you for your past support.But beyond that, our goal is to make sure we are a company you can believe in.We will not forget “who and what brought us to the dance” – you, our customers.And we know that our rewards in this industry will be in direct proportion to the con-tributions we make. So continue turning to us for all of your towing and recoveryequipment needs as we proudly continue serving you.

Joe [email protected]’s So Hot About“Hot Shift” PTOs?Pages 24 – 25

Tom [email protected] on MillerPages 28 – 30

John [email protected] for PoundPages 20 – 22

Contributing Editors

Warren [email protected] Buy From LocalDistributionPage 8 – 9

Brent [email protected]’s V-30 - A Workhorse for Any NeedPages 12 – 13

Randy Olson, [email protected]

As the largest manufacturer in the industry, we thank you for your past support. But beyond that, ourgoal is to make surewe are a companyyou can believe in.

“

”


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Innovative. Durable. Brutally Tough.

You see, when it comes to towing equipment – whether it’s an auto load, a car carrier or a

towing/recovery unit – it’s important that you get everything you want. The only way to know

is to ask questions – lots of questions. Can it? Will it? What if? Our Vulcan distributors like to

hear those questions because they are experts in towing equipment and have answers. Not

just any answer but answers that will help you make better buying decisions.

Call your local Vulcan distributor today and ask away!

Call (800) 489-2401 or visit www.millerind.com to locate the distributor nearest you.


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Todd Bowers of Bowers Towing in Godfrey, Illinois, recentlytook delivery of his new Century 9055 SP850XP installed on aKenworth T-800 at the factory in Ooltewah, but not before TomLuciano and several towers from the northeast gave it a goodworkout.

On an unusually chilly morning, the group began in a gravelparking lot with a cement mixer tipped on its side. The mixer drumhad been filled with water to simulate a load. The group did a siderecovery by rigging the mixer with one line going to the rear of themixer, through a snatch block and back to the D-ring on theSP850XP’s stabilizer leg. The second line was run from the9055’s recovery boom to the front of the mixer. Finally, a Century3212 was rigged to the back side of the mixer to serve as a catchtruck. The winching began and the mixer was easily back on itswheels in no time.

With this task complete, the energetic bunch looked for atougher challenge. A recently excavated hill mixed with someheavy rain over the past few days created the second scenario totest the brute strength of the 9055 SP850XP. The mixer wasmired in the muddy pit and the 9055 positioned up the hillside totest the stability and power using the SP850XP stabilizer leg andwinch. The recovery unit remained firmly planted on the hillsideas the mixer broke free and was winched up the hill. A secondline from the 9055’s recovery boom had been rigged to the mixerto stabilize it from tipping as it was winched.

At Miller Industries we value the opinions and suggestions of

professional towers who operate our equipment every day.Simulated recovery situations, along with field testing, are justtwo more ways we ensure we design and manufacture the typeof equipment to accomplish your difficult recovery tasks. Manythanks to Todd Bowers for the use of his truck, and the operatorswho took time from their busy schedules to participate.


PRIMED FOR POWER & PAINT

Welcome to Our Home

Left to Right:John Hawkins – Miller IndustriesTodd Bowers – Bowers Towing, Godfrey, ILRay Oakley – A & P Transportation, Ossining, NYFulvio Tamburro – Lonestar Towing, Stamford, CTGeorge Fellows – Tolland Automotive, East Hartford, CTTom Luciano – Miller IndustriesJames Modzelewski – Modzelewski’s Towing, Danbury, CTNot pictured: Chris Lambiase – New England Truck Masters, Stratford, CT

The Century 9055 SP850XP is rigged to the mixer mired in the mud below.


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Two-part line is run from the SP850XP’s winch. Lines are rigged from the Century 9055 SP850XP to the tipped mixer.

In no time the mixer isback on its wheels.

A Century 3212 is positioned as a catch truck to hold the mixeras it comes over.

On Call 24/7 1-800-292-0330 7

Nice Shot Neil!Neil Yates, owner of NY Recovery Ltd. in Maidstone, Kent, drove his new Kenworth with a Century 1060S rotator from Tennessee toNew York City for a photo shoot. The background choice was very appropriate – for one thing, Neil’s company and our famous U.S.city share initials – N.Y. And what better location for an overseas-bound truck than our famous port city? Neil and his new truck arrivedsafely at their homeport and we’re happy to say both are hard at work.


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By Warren Govinchuck

Today’s towing companies face escalat-ing business expenses due to higherinsurance, fuel, employee and equipmentcosts. To cut expenses, some towingcompanies search for lower equipmentprices via the Internet or trade publicationsin lieu of local distribution. When it comesto the purchase of towing equipment,being a smart or educated consumer is amust to survive today. But don’t underesti-mate the value of buying from your localdistributor.

A towing company’s profitability is basedupon many factors, but I believe that someof the most successful company ownersshare common business skills:

• They know their true costs for runningequipment

• They have the ability to forecast futureequipment purchases, and

• They recognize the value in develop-ing a strong business relationship witha local distributor.

Miller Industries’ distributor network hasat least one dealer servicing every majormarket. If your equipment requires servic-ing, you have a reliable local source.

Cost of Doing BusinessI’m sure most of you agree that there is

always someone who claims he can beatyour price and tow a vehicle cheaper.Your job then becomes educating the cus-tomer as to why you have to charge whatyou do. This may include explaining thatyou have state-of-the-art equipment to dothe job right, carry adequate insurance,react in a timely manner, have properlytrained operators and stand behind theservice that you provide if a problem aris-es. It’s all about customer service andmaintaining repeat customers.

Towing equipment distributors are justlike you — they are a service-based busi-ness and there is a cost to providing thatservice. There is more to an equipmentpurchase than the initial sales price. MillerIndustries has over 100 independent dis-tributors nationwide to provide the serviceyou require to keep your fleet of tow truckson the road doing what they need to do —make you money. We understand that youhave a “perishable” product and if you can-not provide the service (because yourtruck is down), the customer will move onand find someone who can do the job in atimely manner.

Why Buy From YourLocal Distributor?Don’t under-estimate the value of buying locally.

A good relationship with your local dis-tributor can insure your equipment ishandled in a timely manner and thatparts are available when you need them.


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On Call 24/7 1-800-292-0330 9

You and YourDistributor

I’m not suggesting that you don’tresearch prior to purchases. I’m suggest-ing that you use the Internet or trade pub-lications as a tool, to familiarize yourselfwith equipment and chassis specifications,which will give you a greater understand-ing of what equipment you want or need.When the time comes for a major pur-chase, being an educated consumer willhelp you know exactly what you will get forthe price that is quoted.

I am stressing the importance of a goodrelationship with a local distributor. Aknowledgeable distributor can help youunderstand the different types of bodiesand optional equipment available. Trucks,bodies and optional equipment can varydramatically which can also drasticallyaffect price. One or two items not includedin a quote can often affect the price byhundreds if not thousands of dollars andcatch your checkbook off guard. Just as agrocery store will put out a “price leader” toget you to come into the store, some dis-tributors market their products this sameway. It’s amazing how quickly a little cus-tomizing can increase the cost of a “priceleader” truck.

Due to increased overhead and higherinsurance costs many companies havedownsized their businesses. Tow compa-nies have reduced the number of trucks intheir fleet (fewer spare trucks), whichmeans downtime becomes critical. How

much revenue do you lose when a truck isin the shop? Doing business with a localdistributor can minimize your downtimeand increase your profitability.

Say you travel thousands of miles to buya unit that saves you $500.00 on initial pur-chase price. Did you calculate what yourtime was worth away from your business?What about the travel costs to bring homethe unit? If that towing equipment requiresany type of service, is the local distributormore likely to provide better service to thecustomer who buys their equipment fromhim or those who do not? Final assem-blies of most equipment are usually doneat a distributors’ place of business. Iwould say that the vast majority of serviceissues that arise on new equipment areinstallation-related. The distributor whoinstalled the unit ultimately becomesresponsible for correcting the problem. Ifthe equipment you bought is not from alocal dealer and is down for any length oftime, how much revenue do you lose wait-ing to get it repaired?

Most importantly, a good distributor rela-tionship can be more like having a consult-ant. Once a distributor becomes familiarwith your business, he can recommendequipment that best meets your businessneeds, help minimize downtime, makeproduct recommendations and problemsolve. Working together and forecastingyour equipment needs will make it easierfor him to stock what you may want orneed down the road.

Years ago it was much easier for distrib-utors to handle a customer’s needs. Themain questions were “did you want a 440or 480” and “was that going on a one-tonChevy or Ford?” Today’s equipmentchoices and options are endless whichmakes it extremely difficult for a distributorto inventory the wide range of productsavailable. If you require a small wrecker,will you need a single or twin line? 8-, 10-, 12- or 14-ton boom? What capacityunderlift? Steel or aluminum body? 60”,84” or 108” cab-to-axle? Autoload or con-ventional style underlift? If you require acar carrier will it be a steel body or alu-minum? 19’, 21’, 22’ or longer body?Removable rails or tube side? 10, 15, 20or 30 Series bed?

As you can see, there are thousands ofpossible combinations that exist and thisdoes not even begin to cover the chassisrequirements such as standard or auto-matic transmission, hydraulic or air brakes,variable engine and horsepower require-ments, and a multitude of available colors.One of my distributors has a saying on hisoffice wall that I feel sums it all up:

“It is our belief that every customer isentitled to and shall receive two distinctservices, one from the product itself andthe other from the organization backing it.”

It is our goal to have local distributorswho understand your company’s needsand provide outstanding service to keepyour fleet of trucks on the road making youmoney.


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New ProductsMILLER DEBUTS NEW PRODUCTS AT THE FLORIDA TOW SHOW

Holmes D.T.U. OffersVersatility

The Holmes Detachable Towing Unit(D.T.U.) provides up to 113” of extendedreach with a retracted lift rating of 35,000lbs. and a fully extended rating of 16,000lbs. The D.T.U. secures to your truck usinga front lock down bracket and your 5thwheel plate. Powered by a wet line kit onyour truck, the unit is available with severalwinch options. The front legs allow the unitto easily be removed in a matter of minutesso your truck can be multi-functional fortowing or pulling trailers.

The design of this unit also allows forreduced overhang behind the rear axle toprovide better weight distribution andincreased safe towing capacity. Popularoptions include toolboxes, lanyard controlsand additional lifting attachments. Formore information, contact your localHolmes distributor.

Options Added toCarrier Lines

The new Century and Vulcan 10 & 15Series Carriers recently underwent severalimprovements that further enhance thesequality lines. The new bed lock system isadjustable to better insure a tight fit alongwith an improved body support system.Bolt-on control boxes can easily bereplaced in case of damage, and longercontrol handles require less effort to operate. Flush-mount LED ID lights areinstalled in the center of the tailboard to help eliminate lens breakage. The gal-vanized subframe has been an extremelypopular option in areas of the countrywhere road salt is heavily used, and a newoptional removable solid aluminum siderail is now available. Check with your localdistributor for additional features on yournew Vulcan or Century Carrier.

For more information visit our Web site, www.millerind.comor call 1-800-292-0330 for your local distributor.


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On Call 24/7 1-800-292-0330 11

CompositeCompartmentsAvailable on MillerSelf Loaders

Century has introduced a totallyredesigned 301 Midnight Express to theirproven line of self-loaders. The new 301Midnight features a modular design cen-ter section with removable toolboxes asfound on Century’s heavy-duty units. Thenew compartments are constructed of ahigh impact composite material to provideincreased durability over steel construc-tion along with eliminating rust or corro-sion. The boxes can also be ordered inseveral different colors with a gel coat fin-ish to match the cab of your truck andeliminate the need for paint while provid-ing a more smooth and durable finish.The new composite compartments willalso be available on the Vulcan Intruder.

New Low ProfileCrossbar OffersEasier Lifting

The Century 3212 and Vulcan V-30have incorporated a new 3” x 4” low pro-file fabricated crossbar. The crossbar isdesigned with removable end sections soit can easily fit between the tires of thetowed vehicle when using lift forks. Bothunits come standard with fork receivers,three sets of cast forks, chain hook endcaps, L arms and receivers. An optionaltowing attachment allows for use of a 5thwheel plate, trailer ball or pintle hook foryour trailer towing needs.

Aluminum Body NowOption on VulcanHeavies

In addition to their present steel andstainless steel compartments, Vulcan willnow offer an aluminum body option totheir heavy-duty product line. The newboxes will be lighter in weight and provideenhanced styling while maintainingVulcan’s distinctive look. The unveiling ofthis exciting new product will take place atthe Florida Tow Show.


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Vulcan’s V-30 A Workhorse for Any Need

Not since Vulcan introduced the straplesswheel lift system has there been so much talkand excitement about a new product in theVulcan line.

By Brent Mournahan

John Cullum accepted the challenge ofdesigning a user-friendly unit versatileenough to tow a wide range of vehicles whilealso offering recovery capabilities. With over34 years of engineering experience in thetowing business, John is credited withdesigning many of Vulcan’s most popularunits — from the heavy-duty model 940 tothe Intruder self-loader. After months ofexhaustive research, talking to professionaltowers about what features were important,and building and testing several prototypeunits, the Vulcan V-30 was created.

I was making a few calls to customers tocheck on the performance of their VulcanV-30s when I called Shelly Rogers of Bar STowing in Leesville, Louisiana. Shelly isPresident of the Towing and RecoveryProfessionals of Louisiana and runs histowing company along with his wife Jennyand son, Chance.

When asked how his V-30 was perform-ing, Shelly invited me to come down, spenda couple days and see for myself. So Ipacked my bags and headed down to thebig town of Leesville, home of the Fort PolkArmy base. I arrived early one evening andhad a chance to visit with old friends and

Shelly with his Vulcan V-30 has noproblem towing the 44-passenger bus.

With 160 inches of maximum hookheight and 54 inches of reach past thetailboard at a boom elevation of 30degrees, the Vulcan V-30 has enoughreach to lift the entire pick-up truckwith sufficient clearance between theload and the V-30’s tailboard to load itonto a trailer.


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On Call 24/7 1-800-292-0330 13

have a great dinner. The next morning itwas time to get up and put that V-30 towork.

The unit we tested was a 2004 M2Freightliner extended cab powered by a3126 Cat® engine and an Allison automatictransmission. The truck had a 202˝ wheel-base with air ride suspension. The first callof the day was at the Army base to pick upa 44-passenger bus. Shelly easily hookedup to the bus and we headed back with thebus in tow. Next we hooked up a 1994International 8100 single-axle tractor with a3126 Cat® engine and a 9-speed trans-mission. No problems there and we wereeasily on our way.

After returning to the shop, Shelly head-ed back to the impound yard to load a pick-up truck that had hit a tree and was prettymuch destroyed. The Vulcan V-30 with itsmaximum hook height of 160˝ and 36° ofboom elevation was ideal for lifting thetruck and setting it on a trailer to be hauledaway. When Shelly, like many other towoperators, was looking to purchase a new

unit, he was looking for enough versatilityto handle a wide range of applications.

The Vulcan V-30 can tow a city tractor,motor home or straight truck to the shopand yet has the ability to hook up to anautomobile for your next tow. The V-30was designed to provide the right balanceto maximize towing payload in a single axletowing and recovery unit with an approxi-mate front axle weight of 8,000 and 9,000lbs. and rear axle weight between 9,000 –10,000 lbs. These are average weightsand may vary depending on your specificchassis specifications. Besides the superbtowing ability, the two 15,000 lb. planetarywinches with air free spool and cable ten-sioners standard, and the hydraulic rearjacks with multi position flipper feet, allowthe V-30 to tackle some pretty tough recov-eries. But don’t take my word for it, just askone of the many satisfied Vulcan V-30owners like Shelly Rogers, or visit yourlocal Vulcan distributor and check one outfor yourself.

Vulcan V-30 Features• 16-ton integrated unit fabricated

from high-tensile steel• 15,000 lb. planetary winches• air free spools• cable tensioners• low profile underlift with 81˝

of reach• Vulcan’s strapless wheel lift

system• three sets of lifting forks• hydraulic rear spades • modular stainless steel tool

compartment

The V-30’s versatility makes it a greataddition to any fleet.


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From Florida west to California and across the border toMexico, Miller Industries Race Teams cover the tracks.

The Roar of the Engine

Watching the parade lap during the pre-race activities at Daytona is great, but an even bigger thrill is to be a Miller guest who gets to driveor ride in one of the Race Recovery units during the event. Lucky attendees can get up close and personal with their favorite car and driverduring one of the tours of the garage area.

Enjoying the track can make you hungry, so Miller served barbecuechicken and burgers to the Race Recovery Team and guests whileeveryone swapped a few tow stories.

Tow operators from across California portrayed a professional imagewhile providing services on the race recovery units for the Auto Club 500.

Professional towers from around the world rely on Century for their equipment needs. A local fleet of Century 412 Formula 1s and carriers tack-led the towing activity for the NASCAR Busch series race in Mexico City. Miller Race Recovery Director Ken Burdine and seven towers fromacross the US assisted tow operators from Mexico. The Mexican towers presented their northern visitors with sombreros as a sign of friendship.

DAYTONA 500 – FEBRUARY 20TH

AUTO CLUB 500 – FEBRUARY 27TH

TELCEL MOTOROLA 200 – MARCH 6TH


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Your company got the callbecause the police count on you to get a big job handledquickly, efficiently and professionally. You and your team have worked hard to earnthat reputation. Your Centuryhelped you get there.

Whether you’re responding toa motorist breakdown or ablocked interstate, your Centurywill always be ready for you.

Relied on by more towingcompanies than any otherbrand. That’s why we’re #1.


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On Call 24/7 1-800-292-0330 19


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Enlightening Today’sTowers

In the “Weight Watchers” article weproved that none of our competitors hadachieved the weight distribution standardset by the Century 5230. But let’s com-pare the attachments we have designedto make your job easier versus thosesupplied by other manufacturers in theindustry.

We have a new generation of profes-sional towers entering the industry, so itis important to review some basic infor-mation on Miller Industries towing attach-ments:

• How they evolved to their currentdesign.

• Why those designs are important tohelp you do your job more effectivelyand efficiently.

The True TestHave you picked up any other manufac-

turer’s lift forks? Yeah, they all look likeour lift forks, except each set of the com-petitors forks weigh more — in fact theircomplete set of seven weighs 120 lbs.more than ours. That is because we usecast forks rather than fabricated forks.This not only provides increased strength,but it also makes the forks easier for theoperator to lift and handle, especiallywhen hooking up under a truck.

And have you noticed their design? Inthis case there is no chicken or egg,Miller Industries was first to make theselift forks more functional for the tow oper-ator by lowering the leading edge. Thisallows the taper to slide under the axle ifclose — clearly innovation for the profes-sional tower.

Have you noticed the fork holders onthe crossbar? In early 1990, a tow oper-ator in Los Angeles showed me how heoffset his stock fork holder, lowering thefork clearance some 2 1/2˝ and allowinghim to get under the axle without double-picking.

That summer, our engineering depart-ment and I took his concept and manu-factured the first set of factory offset forkholders. Thirteen individual pieces ofsteel welded together made every towoperator’s life a little easier. To this day,many of our competitors still do this asan “imitation” of our original holder.Today’s fork holders take this design onestep further, casting this attachment froma special alloy, reducing the weight,ensuring consistent tolerances and thusa better fit.

The pivot spring lift adapter we all usetoday did not pivot until 1987 when amember of our engineering departmenttook a fixed adapter that pinched a springwhen elevated and pivoted the springsaddle so it sits flush on the leaf spring atall times. As an additional benefit, whenthe vehicle has a low bumper the pivot

POUND FOR POUNDWOW, DID WE EVER GET THE COUNTRY’S ATTENTION WITH LAST ISSUE’S “WEIGHT WATCHERS” ARTICLE.

What a great response, which told us there’s a huge thirst for accurate information on what anactual towing and recovery unit will weigh and what it is capable of legally towing. The true testis to first, relay the facts and second, to clearly tell the whole story. So with that in mind, we’ll con-tinue to supply you with the facts to help you make an educated decision about your towingequipment needs.

By John L. Hawkins

The offset design of the fork holder, pioneered by Century, provides anadditional 2 1/2” of clearance, eliminating the need for double picks inmost hook up applications. Both the fork holder and fork are cast froman alloy to increase strength, reduce weight and provide a better fit.


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On Call 24/7 1-800-292-0330 21

spring lift adapter can be placed into thefork holder and pivoted back to allow theadapter to be extended under the bumper.Once past the bumper, the adapter can bepositioned in place, eliminating the need fora pre-pick. You may have noticed the pivot-ing design also currently being used by afew of our competitors.

The “Euro-Lift”, a heavy tire lift systemdesigned by Michael Boniface (founder ofBoniface Engineering, a Miller IndustriesCompany that manufactures towing equip-ment in the United Kingdom) was broughtoverseas in 1986. To hook up utilizing theEuro-Lift, the underlift is extended until thefront of the disabled vehicles’ tires contacts

the cross bar face of the tire lift. At this timethe operator uses a rod to reach under thevehicle and pull out the round tube thatsecures the tire on the backside. Althoughpractical, the Euro-Lift system, when com-pared to the conventional heavy-duty tire liftpioneered by Vulcan,

- Reduces the overall reach. - Dramatically reduces the pivot of the

crossbar in many towing applications.- Can interfere with the wishbone on a

front axle and the housing on rear axlesby bottoming out.

At Miller Industries we have found mostprofessional towers in North America preferour conventional design over the Euro-Lift,but unlike many of our competitors whochose the Boniface design, we offer you achoice.

The Path of LeastResistance

As stated earlier, we are always thinkingof ways to make your job easier. Most tow-ers prefer attachments that minimize bothdamage claims and hook-up time. Time ismoney and we want you to be as success-ful as possible.

With this in mind we have added two NEWpatented attachments that were releasedearlier this year. The new U-bolt attach-

ment was conceived and perfected by TomLuciano after conversations with many tow-ers attending his towing education classes.The towers were having difficulty in somerear tow applications. The attachment wasdesigned for towing tractors or trucks fromthe rear, especially when fully chromed, orwith 46,000 lb. rears on Peterbilts. The buswheel-lift will work, but lets be truthful — it’sheavy and time consuming. While the U-boltattachments were being field tested, severalchanges were made to achieve the properheight and sizing.

Many ask if the attachment is safe. Usetwo 1/2˝ tow chains to hook up with yourtruck hitch and you should feel very com-fortable. The U-bolt attachment lifts fromthe bottom axle saddle. The standard sizeU-bolt is 7/8˝ round and is manufacturedfrom Grade 8 material. The U-bolt attach-ment uses the U-bolt itself only as a center-

The pivoting spring lift adapter provides botheasier hook ups and better contact between theleaf spring and the forks spring saddle. Onequestion that sometimes arises is how to pre-vent the spring lift adapters from rising out of thefork receivers when encountering a dip in adriveway. Place a short chain over the top of thespring, route one end of the chain under the forkreceiver and install it into the front securementhook. Place the other leg of the chain over thetop of the fork receiver and connect it to theother securement hook as shown. Slightly tiltyour underlift to tighten the chain and securethe forks to the receivers.

See Pound For Pound on Page 22

The Euro-Lift heavy-duty tire lift reduces turningradius and reach when compared to MillerIndustries conventional heavy-duty tire lift.

Miller Industries conventional heavy-duty tire liftis ideal for tough-to-tow vehicles such as busesand motor homes where maximum underliftreach is important.

The U-bolt attachments are placed into the forkreceivers. When the underlift is raised, they actas a centering device for the attachment to posi-tion itself on the bottom of the axle saddle.


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ing device — a chain or tie-down strap stillneeds to be installed to secure the vehicleto the cross bar. The U-bolt would have tosheer off for it to break free, unlikely sinceit has a higher breaking strength than those1/2˝ tow chains you have used for years.Once again — another attachment to helpyou do you job more efficiently.

Another recent addition is our clevis eyeattachments designed to address coachand bus towing issues. Because there wasno easy attachment to use, damage wasoccurring during transport back to the shopdue to tight turns on city streets and dips indriveways. We addressed the problem inseveral ways: first we identified a strongattachment area on the bus, then we made

it easy and safe for the operator to hook upin a minimal amount of time. Prototypeattachments were made and field-testedextensively with the cooperation of profes-sional towers and transit authorities beforethey were made available to towers world-wide. By minimizing overhang, over-swingof the towed vehicle is eliminated and turn-ing is maximized with the end result beingless chance of damage.

The “Mega” is a four-stage underlift pio-neered in 1985 by Jean George, designerand founder of Jige International, a Miller-owned company in France. Whenunveiled, this system with a reach of 4.3meters or 178˝ was revolutionary. Thereach required for motor coaches inEurope, the U.K., and the Pacific Rim is farlonger than in the domestic U.S. Yearslater, however, one of our competitors hasoffered a similar design. The problem withthis design for our market is that the heightof the outer stage can dramatically affectclearance, which affects reach, so in mostcases, nothing gained.

We combined efforts between our engi-neers in the states and overseas to designand build a new innovative underlift stingerto better meet our customers needs. Thethree-stage Low Rider option, with itslower and wider stinger profile, has anadditional 3 1/2˝ of clearance (when com-pared to our standard underlift with best-in-class clearance) between the top of thestinger and the towed vehicle while stillproviding 156˝ of clear useable reach with-out the deflection or clearance problems ofthe 4-stage design, providing ample reachfor most towing applications.

Now why is the title of this article “Pound

for Pound”? It’s quite simple. 1,200 Milleremployees bring towing and recoveryequipment to you and your fellow opera-tors around the world. When you stack usup against the competition, “Pound forPound” we are simply the best of the best.We listen, we learn, we teach, we design,we test, and then we manufacture. Whenwe put equipment in your hands, it has torespond at a minutes notice — in all cli-mates — in all hemispheres.

Miller Industries is not just the largestmanufacturer of towing and recoveryequipment in the world, we are blessedwith a professional staff knowledgeableabout the industry we share. And we arebacked by the best distribution network inthe industry. When we put a product in themarketplace, no matter if it’s a towingattachment or a recovery unit, we standbehind that product knowing it was con-ceived by knowledge learned from truetowing professionals like you. At MillerIndustries we listen to your needs andideas and then act on those suggestions.

Come visit us in Florida this year andsee why the Miller family “Pound forPound” stands above the industry. Sit inour equipment, drive our units, operate ourunits, attend our educational classes, orsimply watch what we do best — providethe most advanced and innovative towingand recovery equipment to towing andrecovery professionals worldwide.

The unique design of the Low Rider stinger pro-vides 156˝ of reach without the deflection of a 4-stage underlift. With a 3 1/2˝ lower profile,the chance of damage from bottoming out onthe top of the stinger is also greatly reduced.

The U-bolt attachments lift the tractor by theaxle saddles. Chains or tie-down straps areinstalled to secure the vehicle to the cross bar.

The U-bolt attachments are ideal for hard-to-tow tractors with chrome dress up kits andcustom light packages.

The new clevis eyehooks were designed forsafe and easy hook up to the rear of many tran-sit buses while minimizing the chance of dam-age by over-swing when turning.

Pound For Pound Continued from Page 21

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chassis profile

On Call 24/7 1-800-292-0330 23

The 2006 LCF (Low Cab Forward)exemplifies traditional Ford toughnessand will change the way you look at lowcab forward trucks. “Built Ford Tough”attributes such as power, quality, reliabili-ty and the right specifications solidlyaddress users in the business of towing.While others talk about durability, safety,comfort, visibility, and maneuverability,Ford’s new LCF delivers with a provenNorth American power train. Many towtruck owners will be abandoning theirconventional cab trucks for this highlymaneuverable newcomer. The LCF offersmany great benefits to towers:

Maneuverability. When you need toget into a tight spot, this truck gets you inand out. The 53° wheel cut providessuch a tight turning radius that it actuallyout-maneuvers many cars.

Great angle. With an unloaded frameheight of only 30˝, (that’s 7˝ lower thanmany trucks), and up-fitted with a newMiller car carrier, this truck will achieve anextremely low loading angle making carswith low-ride height no problem to load.

Great brakes. Four massive discbrakes with dual 60 MM calipers, 15.35˝rotors and advanced ABS provide superi-or braking. These rotors are similar to thebrakes on much larger trucks and willhelp stop you better and last longer.

Big payload capacity. The LCF isavailable in up to a 19,500 lb. GVW, mak-ing it an ideal match for a new Miller carcarrier or auto-load unit.

Stronger frame. This is no wimpytruck. A 50,000 PSI frame makes this onetough truck and Best in Class. Truly builtFord Tough.

More fuel capacity. Three options withup to 70 gallons capacity translates intofewer fill ups and more time towing andproducing income.

Powerful. The V6 Power Stroke®diesel with 200 hp and 440 lb.-ft. of torquewill provide the power to carry the loads onyour tough tows.

Easy to drive. Ford’s Torque Shift®automatic transmission features a tow-haul mode that offers easy operation andsmooth, responsive shifting regardless ofthe load or terrain.

Low maintenance costs. As a tower,you can’t spend all day getting routinemaintenance done on your truck. The easy-to-tilt cab allows ease of power train servic-ing and all regular fluid checks can be madewithout tilting the cab. The engine, trans-mission, filters, brakes, axles, alternator andhoses are all common North Americancomponents, so if you need to repair thistruck, you’ll find the parts are readily avail-able and very affordable.

Ease of body mounting. Unlikeother trucks in its class, this chassiscomes with the same standard 34˝frame rail spacing that’s standard formost American-built trucks and thatsimplifies body mounting. Cab-to-axleand axle-to-frame offerings match F-Series Super Duty so the new LCFlines up perfectly with Miller equip-ment.

Add it all up and you get one great newperformer in the towing and recoverybusiness, the all new Ford LCF.

Delivery of units will start in July 2005but quantities will be limited during thefirst two-thirds of the year. So if you’reinterested in taking delivery, now is thetime to order.

The LCF is the first all-new truck tocome out of the Ford and Internationaljoint venture company, Blue Diamond.Ford and International are each introduc-ing versions based on similar chassisspecifications.

Ford Low Cab Forward

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There has been much discussion andconfusion about the difference between aHot Shift and an Electric Shift PTOinstalled in a vehicle with an automatictransmission. When you look at the dashof your truck, they both have a rockerswitch to engage the PTO, so why would Iwant to pay $500 - $600 more for a HotShift? This is a classic example of pay nowor pay the transmission shop later, and thetransmission repair can run about tentimes the cost of the PTO, not to mentionthe loss of income from down time.

I talked with John Durant and DaveDouglas of Muncie Power Products andTom Luciano of Miller Industries TowingEquipment. These gentlemen sell theseproducts every day and train customers intheir proper use. They were very gener-ous with their time and knowledge.

Starting with the basics, a PTO (PowerTake Off) is a gearbox or mechanicaldevice used to transmit power from anengine, through a transmission, to anothermechanical or hydraulic device. In a stan-dard shift PTO, a gear in the PTO mesheswith a gear in the transmission, allowingthe transfer of power. With a manual trans-mission, the relationship between the PTOand the transmission is very straightfor-ward; you push in the clutch with the trans-mission in neutral, activate the PTO leveror switch, release the clutch, and you arein business.

A number of shifter options are availableto engage the standard shift PTO gear,including cable, manual air, electric-overair, or electric. However, these do notchange the mechanical gear engagementdescribed above. For instance, comparingan electric shift configuration to cable shift- the cable moving the gear into the trans-mission is simply replaced by an electricsolenoid that pushes the gear in place. The

relationship between the gears of the PTOand transmission are not changed.

With an automatic transmission theengagement of the standard shift PTO isalso fairly simple when properly per-formed. With the vehicle stopped and thetransmission in gear (remember the man-ual transmission was in neutral), the oper-ator then engages the PTO while holdingthe brakes. In this case all of the shiftoptions described above (cable, electric,etc.) are also available.

Although the operation described aboveis simple, if it is not performed properly,damage and an expensive transmission

What’s So Hot About“Hot Shift” PTOs?

By Joe BrownDirector of Engineering & Quality Assurance

Standard PTO with electric shifter option.

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On Call 24/7 1-800-292-0330 25

rebuild can result. A point made by TomLuciano, who conducts many trainingseminars in the towing industry through-out the year, is that safety is anothermajor issue. The operator must havethe automatic transmission in gear witha standard shift PTO when engaging it toprevent damage to the transmissionwhile holding the brake. If after the PTOis engaged the operator forgets to shiftthe transmission into park or neutral, thetruck could move forward or back, dam-aging property or even worse doing bod-ily harm to an operator or bystander. It isalso very easy to abuse an automatictransmission with a manual shift PTO. Ifthe PTO is not engaged properly, thegears clash and metal filings aredeposited into the transmission. Evenwith your vehicle under warranty, thetransmission manufacturer will usuallydeny warranty when metal filings arefound in the transmission.

With automatic transmissions becom-ing more common in work trucks, theneed for improved PTO technologybecame obvious. The next generation ofPTOs to be developed was the “powershift” or “hot shift” technology.

In this design, the moving gear engage-ment is replaced by a clutch pack, whichallows the PTO to be engaged with thetransmission gears in motion, a conditionthat occurs when your truck is stopped andthe transmission is in park or neutral. Thegears in these devices are alwaysengaged with the transmission gears sothere is no possibility of gear clash. Theclutch pack allows the operator to engageand disengage the PTO with the vehicle inpark or neutral. The hot shift PTO is alsoavailable with an optional overspeedswitch that monitors the engine RPMs andwill disengage the PTO if the operatorinadvertently drives with it engaged andreaches unsafe engine speed for the PTO.

An automatic transmission is an expen-sive investment. The protection offered bythe hot shift PTO is a worthwhile consider-ation to protect that investment. At MillerIndustries, we believe only a Hot Shift PTOshould be used with an automatic trans-mission, a one-time gear clash is some-times all it takes to deposit metal shavingsin the transmission that can plug the valvebody and lead to costly repairs, not tomention safety concerns.

The Hot Shift PTO utilizes a clutch pack toprevent gear clash and possible damageto your transmission.

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It Takes MoxieLarry Fortier of Sabil & Sons Inc. in

White River Junction, Vermont, sent usthis shot of one of the more unusual vehi-cles they are called upon yearly to trans-port for a local celebration. This 1930LaSalle is driven by sitting on top of a lifesize horse that is mounted in the vehicle.The unique auto was originally one of sev-eral owned by the Moxie BeverageCompany and was driven around thecountry promoting their soda. Sabil & Sonshauls the LaSalle on their FRR Isuzu witha Vulcan 19.5 ft. carrier and, as the last ofthe original Moxie cars valued in excess of$100,000, there is no horse play with thisprecious load.

Oil That IsSince receiving their new Century

9055/SP-850 mounted on an InternationalPaystar about a year ago, Ron Pullen ofBig Red Towing in Syracuse, New York,said he has not come across anything thathe couldn’t handle. Ron has shared pho-tos of several vehicles he towed thatposed a unique challenge but nothing anexperienced operator with the right equip-ment couldn’t handle.

The picture shows a well drilling rig thatBig Red was called to tow off of I-90. Thedrill rig weighed over 74,000 lbs., was 55ft. long and, to make matters worse, was13’2” high. The challenge was to tow therig with over 20 ft. of front overhang andkeep the height under 13’6”. With the inte-grated design of the Century 9055, Ronwas able to back under the boom of thedrill rig and pick up the front of the rig onhis under lift without exceeding the heightrequirements. After pulling axles andhooking up air lines they were on their waysome 70 miles from where the unitbecame disabled to the job site with no

delays. Big Red was called on two moreoccasions to move the rig to job sitesbefore it was finally repaired. Each timeRon said his Century 9055/SP-850 per-formed great.

Sometimes it’s the challenge, sometimes the uniqueness – but those memorable jobs are fun!

Unusual and Difficult TowsHave an unusual or difficult-to-towvehicle or tough recovery that youhandled with your Miller Industries towtruck or carrier. We would love to hearfrom you. E-mail your pictures in highresolution along with the informationto [email protected] or mail to:

On Call 24/7Miller Industries Towing Equipment Inc.8503 Hilltop DriveOoltewah, TN 37363

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027_247v0102freightliner 3/21/05 4:20 PM

25,000 lbs. and UnderOur lead photo shows a fifth wheel

style camper that can be difficult to tow ifits power vehicle is disabled and youdon’t have proper attachments. WithMiller Industries’ fifth wheel plate andpintle hook attachment, you will behooked up and on the road in no time.

First unfold your underlift, slide yourfork receivers inward and place and pinyour pintle hook adapter into thereceivers. Next, the fifth wheel plate isattached onto the top of the pintle hookadapter. Then install the chain end capson each end of the crossbar.

The underlift is now extended andraised so the kingpin of the trailer seatsfirmly into the fifth wheel plate, the rearlocking pin is manually installed and a

safety pin is installed so the locking pincannot come out. Raise it to the desiredtow position and retract the underlift fully.Place a 1/2˝ chain into the hooks weldedon each side of the outer tube of theunderlift, pull each chain tightly to thechain end caps at the outer end of yourcrossbar and place the chain into theend cap hooks. Now extend your under-lift to tighten the chains, which will allowyour crossbar to be in the locked posi-tion. Hooking in this manner allows thetrailer to pivot on the fifth wheel plate, notthe underlift pivot pin, as you turn a cor-ner. Always install auxiliary tow lightsand attach the breakaway cable for thebrakes of the camper to your fork receiv-er to comply with Federal Motor CarrierSafety Administration standards.


Hooked On Miller

MILLER INDUSTRIES NOT ONLY WORKS DILIGENTLY TODESIGN AND BUILD THE BEST TOWING AND RECOVERY UNITSIN THE INDUSTRY, BUT ALSO PUTS THAT SAME CARE ANDATTENTION INTO THE LIFT FORKS AND ATTACHMENTS TOHELP MAKE YOUR JOB EASIER AND ENABLE YOU TO TOWANYTHING YOU GO AFTER IN AN EASY AND SAFE MANNER.

By Tom Luciano

In this article we are going to look atseveral different attachments and meth-ods to tow fifth wheel trailers.

028-030_247v0101hooked 3/21/05 3:31 PM

This hook-up procedure works greatfor fifth wheel trailers such as horse trail-ers, car trailers, vans and flatbeds thatare pulled by small power units such as3/4- and one-ton trucks. It can also beused to carry larger trailers as long theyare empty or have light or partial loads.The maximum rating for the fifth wheelplate is 25,000 lbs.

Over 25,000 lbs.If you have a loaded or partially loaded

trailer that exceeds the 25,000 lb. ratedcapacity of the fifth wheel attachment, Isuggest the following hook-up proce-dure. This procedure uses levers so youwork smarter — not harder. Look at thetrailer length as a lever; the pivot is therear suspension. The load is positionedon the floor from the front to the rear ofthe trailer. The distance between thekingpin and rear suspension is the lengthof your lever when lifting using a fifthwheel plate. That leverage is changed

like a wheelbarrow with longer handleswhen attaching to the kingpin with atrailer keyhole plate. Attach 5/8˝ System8 chains that are pulled forward to thefront of the trailer. The leverage that isgained is from the very front edge of thetrailer kingpin. This gives you an addi-tional 30˝ to 36˝ of mechanical advan-tage, lets you lift less weight, decreasesoverhang and gives you a better turningradius.

Next, install your fork receivers, but asyou can see they are to be installed withthe receivers pointed up. This gives youa buffer or a taller stop in the event of apanic stop so the trailer or whatever youare towing cannot override the crossbar. Position the chain end caps on eachend of the cross bar then lower andextend your underlift so it is under thefront edge of the trailer. The chains arethen pulled tightly and placed into thechain end cap hooks. Retract yourunderlift to tighten the chains evenly,

On Call 24/7 1-800-292-0330 29

Here’s an application where the above hook-up procedure using the fifth-wheel plate is ideal.This trailer has two propane tanks attached along with a shielded supply line on the bottomfront of the trailer. If you used a chain hook-up, the propane supply lines would be crushed.

Continued on Page 30

028-030_247v0101hooked 3/21/05 3:32 PM

then raise your underlift so the fork receivers are tightagainst the front edge of the trailer. Then raise to thedesired tow position. You can retract your underlift forminimal overhang but still allow the crossbar to pivot.Now install the electrical cord and both air lines to thefront trailer hook-up point for lights and brakes.

Now, install your trailer kingpinchain plate and two 1/2˝ Grade 8 tow-ing chains.

Route the chains up to your forkriser chain hooks, pull tightly andplace the chains into the hooks. If youare concerned about your chainbeing pinched on the front edge ofthe trailer, install a softener betweenthe chain and front edge such as ablock of wood. Raise yourboom/underlift to tighten all chainsand lift the front of the trailer. As youare picking up the front, the chainsrouted to the rear are picking up themiddle of the trailer. This bridges upthe middle broken portion so you cantow the casualty back to your shop.The great thing about this procedureis that no chain binders need to betightened as they always seem toloosen during transport. You can nowcomplete the hook-up, drawing in theunderlift and hooking up your lightcords and air lines. Always offload abroken trailer and use extreme cau-tion when transporting.


This information is a guideline to help you tow fifthwheel trailers. Keep in mind there are various tech-niques that can be used in different situations. Withso many variations of trailers on the road today,there is no one hook up that is applicable everytime. We encourage you to read your owner’s man-ual, watch training videos and attend training sem-inars to increase your towing knowledge.

Attach long 3/8˝ Grade 7 or 8 chains to the frontspring hangers on the leading front axle of the trailer.

Route the chains so they go under the landing leglower cross brace to the chain end caps (as shown bythe red lines at right). You may need to attach twochains together to get the necessary length needed.Pull the chains as tightly as possible and drop theminto the chain end caps. Retract the underlift while atthe same time starting to lift upwards. This allows allnecessary play to be taken out of the chain withoutusing chain binders.

REMEMBER:OUR MOTTO ISWORK SMARTER,NOT HARDER ANDALWAYS THINKSAFETY FIRST.

What if the trailer is broken?A broken trailer is no problem if you have the prop-

er equipment and knowledge. First, remove the forkreceivers from your crossbar and install your fork riseradapters, sliding them in all the way. Then reinstallyour chain end caps. Lower your boom to get theadapters lower than the bottom of the trailer. Extendyour underlift out so the chain end caps are about 6”under and past the front of the trailer.

Continued from Page 29

028-030_247v0101hooked 3/21/05 3:34 PM


031_247v0102ctta 3/21/05 4:11 PM

Innovative. Durable. Brutally Tough.

Versatile. Powerful. Vulcan equipment. It’s what

you need – no matter what the job. Self-loaders.

Car carriers. Towing and Recovery units big or

small. Vulcan equipment is built to get the job

done – no matter what it requires.

Call (800) 489-2401 or visit www.millerind.com to locate the distributor nearest you.


032_247v0102vulcan 3/21/05 4:35 PM

change service requested - miller industries, inc. · 28 hooked on miller with the variety of...

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