fleet equipment, 12.12

Axles, suspensions & u-joints • Automating HOS • Leveraging onboard data

Juan Pablo MuñozPresident

Muñoz Trucking

Safety Pays

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Managing Equipment Assets

DECEMBER 2012

Rapid Response: 800-930-7204 ext. 45001

3026

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

Dec.

14 ASECelebrating training excellence

15 Industry NewsACT reports trailer orderssurged in October

33 Truck ProductsCMA adds Double Coin ultrapremium drive position tirefor winter

34 ShopCoxreels introduces newcompact vacuum reel

35 Trailers & BodiesThermo King launchesenvironmentally sensitivetrailer reefer

Editorial 2CAROL BIRKLAND

SmartWay 4TOM GELINAS

Service & Support 6D. MICHAEL PENNINGTON

Fuels & Lubes 8JOHN MARTIN

Light- & Medium-Duty 10SETH SKYDEL

Tires & Wheels 12ASA SHARP

Post Script 40

17 Trailer Topics | Doing the math on CSA lighting infractions

18 Equipment Management | Leveraging engine data

24 Fleet Profile | Safety pays

26 Before & After(market) | Axles, suspensions & u-joints

30 Best Practices| Tidying up your company’s credit

18

Columns

Vol. 38 | Number 12 | 2012

Features

Founded 1974. Copyright 2012Babcox Media Inc.

2 December 2012 | Fleet Equipment

In August, the Federal Motor Carrier Safety Administration (FMCSA) announced im-provements to its Compliance, Safety, Accountability (CSA) program that incorpo-

rate public comments received from a preview of proposed changes to the agency’sSafety Measurement System (SMS) website. The changes are the latest round of im-provements to the CSA program following public input. According to FMCSA, thepublic is seeing improved commercial motor vehicle (CMV) safety under CSA. Viola-tions per roadside inspection were down 8% and driver violations per inspectionwere down 10%—the most dramatic drop in safety violations in a decade.

FMCSA provided an opportunity for enforcement personnel and motor carriers to pre-view proposed changes to CSA’s SMS, and encouraged public comment on the pro-posed changes. After review and consideration of the comments received, the Agencyhas published its response in the Federal Register.

SMS already enables FMCSA and its state enforcement partners to better focus onhigh-risk motor carriers. In fact, motor carriers identified as high risk by SMS have futurecrash rates more than double the crash rate of all active carriers.

Testing of the enhanced SMS that will be implemented this month shows that motorcarriers with at least one Behavior Analysis and Safety Improvement Category (BASIC)above FMCSA’s safety Intervention Threshold:

• Have a 3.9% higher crash rate than those in today’s SMS; and• Have a 3.6% higher Hazardous Materials (HM) violation rate than under today’s SMS.The SMS improvements include:1. Strengthening the Vehicle Maintenance BASIC by incorporating cargo/load secure-

ment violations from today’s Cargo-Related BASIC2. Changing the Cargo-Related BASIC to the HM Compliance BASIC to better identify

HM-related safety and compliance problems3. Better aligning the SMS with Intermodal Equipment Provider (IEP) regulations4. Aligning violations that are included in the SMS with Commercial Vehicle Safety Al-

liance inspection levels by eliminating vehicle violations derived from driver-only inspec-tions and driver violations from vehicle-only inspections

5. More accurately identifying carriers that transport significant quantities of HM6. More accurately identifying carriers involved in transporting passengers7. Modifying the SMS displayFMCSA is responding to feedback from enforcement and industry to change how fatal-

ities and injuries caused by crashes are presented in SMS, and to stakeholder requestsfor more specific terminology in the BASICs. Also, four additional changes have beenidentified since the beginning of the preview period, which also will be implemented inDecember. These are:

1 Removing 1 to 5 MPH speeding violations2. Lowering the severity weight for speeding violations that do not designate MPH

range above the speed limit.3. Aligning paper and electronic logbook violations4. Changing the name of the Fatigued Driving [Hours-of-Service (HOS)] BASIC to the

HOS Compliance BASICFMCSA states that it promotes safety through creating awareness, issuing early and

compelling calls to action, and providing education and technical outreach. For more in-formation, visit:http://csa.fmcsa.dot.gov/CSA_Feedback.aspx. /

CAROL BIRKLAND | EDITOR-IN-CHIEF

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

EDITORIALCarol Birkland, [email protected]

Tom Gelinas, Editorial [email protected]

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

Seth Skydel, Senior Contributing [email protected]

D. Michael Pennington, Senior Staff [email protected]

Asa Sharp Contributing [email protected]

John Martin, Contributing [email protected]

Paul Hartley, Contributing [email protected]

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

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

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

Maryellen Smith, Circulation Assistant330-670-1234, Ext. [email protected]

CORPORATEBill Babcox, PresidentGreg Cira, Vice President,

Chief Financial OfficerJeff Stankard, Vice PresidentBeth Scheetz, Controller

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

Tom B. Babcox (1919-1995) – Chairman

CSA SMS testing begins

Editorial


BY TOM GELINAS | EDITORIAL DIRECTOR

Time for applauseSmartWay

As we end the year, it’s fitting thatwe applaud the 40 SmartWay

Partners that were awarded this year’sExcellence Awards, fewer than 1% ofSmartWay partners. All of these or-ganizations are top performers in re-ducing freight transportationemissions through technological inno-vation and are demonstrating that it ispossible to move more goods moremiles with lower emissions, less en-ergy and at a lower cost.

Gina McCarthy, assistant administra-tor of EPA’s Office of Air and Radia-tion, said, “Recipients of this year’sSmartWay Excellence Awards arereaping the business benefits and en-vironmental rewards of cutting petro-leum use in their transportation

operations.”While all of these partners deserve

the nation’s applause and apprecia-tion, there are several fleets that de-serve special recognition because ofthe size of their operations and thenumber of times they have achievedExcellence Awards.

Ruan utilizes a variety of environ-mentally friendly strategies, includingidle reduction and APU usage, lowviscosity lubricants, reduced highwayspeeds, lightweight equipment, pa-perless technologies and processes,and driver training designed with anemphasis on maintenance and fuelconsumption. The company continu-ally investigates new, sustainable fueloptions like biodiesel and compressednatural gas.

Ruan currently operates one of thelargest CNG fleets in the countryhauling dairy products in Indiana. Theuse of CNG at this operation willeliminate the need of as many as 1.8million gallons of diesel fuel eachyear.

Schneider National earned theprestigious award by exceeding thefuel reduction and environmentalperformance goals the company isworking toward.

“Schneider’s investment in greentechnologies and processes goesback more than 30 years and isdriven by a triple-bottom-line focus,”said Steve Matheys, executive vicepresident and chief administrative of-ficer at Schneider National. “Weknow it’s important to balance envi-ronmental considerations like pro-tecting our natural resources againstsocial responsibilities to enhance thestandard of living worldwide and fi-nancial obligations to provide thesafest, most cost-effective way to

move goods.”C.R. England saved 49,023,390 gal-

lons of fuel and reduced carbon diox-ide emissions by 544,160 tons byimplementing fuel saving strategiessuch as reducing maximum speedand idle time on all trucks, utilizingtechnology to reduce deadhead andout of route miles, and adding aero-dynamic equipment to the trucks andtrailers.

“SmartWay has been a valuable andimportant resource for us. Throughthis partnership, we have realized ourgoal of improving the environmentthrough decreasing fuel consump-tion, improving efficiency and savingmoney," said Mitch England, directorof fuel.

This was the first year SmartWayrecognized partners’ environmentalperformance based on the results ofits new quantification and reportingtools. This enhanced methodologyhelps to inform the industry and mar-ketplace on freight operations’ en-ergy and environmental efficiency, aswell as its supply chain carbon andemissions performance.

The data also provides the EPA anopportunity to look closely at Smart-Way partners’ carbon dioxide, nitro-gen oxide and particulate matteremissions performance and identifyand rank the top performers in eachpartner category. /

Editor’s note: A complete list of thisyear’s award recipients is printed inthe Post Script section on page 40.

All these organizations aretop performers

in reducingfreight

transportationemissionsthrough

technologicalinnovation…


BY D. MICHAEL PENNINGTON | SENIOR STAFF WRITER

Charge-start trainingService & Support

Acomprehensive, formal, free-of-charge training program to fleets

and dealers has been met with greatpopularity by electrical componentssupplier Mitsubishi Electric Automo-tive America (MEAA). “The fleet man-agers and shop superintendents fullygrasp and appreciate the criticality ofa healthy electrical system—batterysystem, starting system and chargingsystem,” said Dave Stone, executive

director of Powertrain Body & Chassis. “The training and support demon-

strates our genuine commitment tothis marketplace. The customers de-serve ‘cradle to grave’ support,” hesaid, noting the company’s portfolioincludes a full line of 12- and 24-voltClass 8 starters, a new 160 amp HDbrushless alternator, and anotherbrushless alternator (200 amp) to beunveiled in the fall of next year.

The company offers dealer, distribu-tor and fleet management methodsof training; on-site classroom trainingsessions; a website with a host of usertools including diagnostics sheets,parts lists and an online training man-

ual; and webinars. In addition, thesupplier intends to post on YouTubetraining sessions on installation, re-moval and quick-checks.

MEAA developed the in-depthtraining manual (www.diamond-gard.com/docs/Diagnostics_Man-ual.pdf) to provide step-by-stepprocedures for troubleshooting prob-lems with a 12-volt heavy-duty elec-trical system.

“We service and train all sizes offleets, as well as the dealers and dis-tributors, with a thorough 60- to 90-minute review-and-training sessionfor up to 125 people,” said Stone.“The technicians learn smart diagno-sis procedures, ask valid questionsand appreciate the expert assistance.We’re confident that we’re hitting themark with the right technical info andguidance on the complete charge-start system.”

“Our training recommendations,practices and our training materialsare aligned with Technology & Main-tenance Council (TMC) ElectricalStudy Group’s recommended prac-tices,” said MEAA’s Danny Ritter,technical support manager, and GusWajda, quality assurance and techni-cal support manager. Based on re-cent service experiences, Ritter offersthe following best practices:

• Establish a battery maintenanceprogram, understand proper batteryvoltage and have the tools to loadand check.

• Know how to conduct a cable droptest from the batteries to the starter.This will determine if cables are carry-ing electrical loads to the starter andwill determine if corrosion is presentand the cables are tight. Conductsame type of cable drop test from thestarter to the alternator, which will de-

termine if the alternator can sendcharge voltage back through to thestarter connection and onto the bat-teries for proper recharge.

• Follow TMC recommended main-tenance practices.

• Understand proper battery volt-age for the type of batteries you cur-rently use. Lead-acid batteries have adifferent state of charge than AGM(absorbed glass mat) type batteries.Always follow the battery manufac-turer’s recommended procedures forcharging and service.

One recommended testing tool ismade by Midtronics Inc. The com-pany’s GR series battery and electricaldiagnostic station combines its con-ductance technology with diagnosticcharging technology, plus batteryand electrical system diagnostics, tocreate a complete, flexible and ex-pandable diagnostic solution.

On the subject of warranty, Stoneand Ritter pointed out the com-pany’s two warranties: The OEMmanufacturer’s defect warranty be-tween the OEM and the customerfor three years/350,000 miles; andthe aftermarket warranty, known byMitsubishi as the Diamond Gard war-ranty, between the customer andMitsubishi Electric for threeyears/unlimited mileage. It covers100% of all electrical and mechanicalfailures.

“We pay the freight to have eachclaim returned to our warranty analy-sis center in Detroit,” said Stone.“Each claim is put through a thor-ough analysis of the component’sperformance. This analysis allows usto make a fair determination of theclaim status, and gives our design en-gineers good feedback for continu-ous product improvement.” /

‘We service and train all

sizes of fleets,as well as thedealers and

distributors…’—Stone


BY JOHN MARTIN | CONTRIBUTING EDITOR

Fleet engine oils are changingFuels & Lubes

Several factors will soon eliminatethe universal heavy-duty diesel en-

gine oils we’ve used for years. Thesechanges will complicate life for fleetoperators.

For years, large fleet operators andoil marketers depended upon “uni-versal” diesel engine oils. Many fleetsutilized several engine designs, andthey didn’t want to handle multipleoils to minimize maintenance errors.Oil marketers sought to minimize thenumber of oils they marketed to sim-plify logistics and minimize costs. The“universal” oil should become extinctby 2016 at the latest.

On the diesel-fueled side of thehouse, changes will occur in 2016due to the new federal fuel economyregulations. The EPA has changedthe game by requiring reduced car-bon emissions (GHG) and improvedfuel economy. Engine OEMs will wantto reduce EGR and advance injectiontiming to improve fuel economy.These changes will require significantengine reconfiguration. Most enginemanufacturers currently think theyalso will need help from engine oilsto meet their fuel economy targets.That’s why they formally requested anew diesel engine oil performancecategory (called PC-11 until commer-cialization) to be developed by 2016.

Racers have long utilized less vis-cous (thinner), synthetic oils to pro-duce significant horsepower gains.Both fuel economy and horsepowerare realistic indicators of absolute en-gine efficiency, so reduced viscosity,synthetic oils also will improve fueleconomy. But synthetic oils are ex-pensive compared to mineral oils.Thinner oils also produce measurablefuel economy gains, but the dieselengine of today has been designed

around SAE 15W40 grade oils.NASCAR and NHRA engine

builders learned to incorporate lessviscous engine oils by building en-gines with reduced connecting rodand main bearing clearances to main-tain sufficient oil pressure, therebyprotecting component durability.They also increased engine idlingspeeds. Current diesel engines can’ttolerate very thin oils without signifi-

cant reductions in component clear-ances.

I think there will be two new dieselengine oils in 2016: A thin, possiblysynthetic, oil that will be called “CKsomething” for 2016 and later modelyear diesel engines, and a more vis-cous “CK something” oil for priormodel year engines. Be careful tryingthe less viscous oil in older equip-ment. Wide clearances will bleed offoil pressure, particularly at hot idle(you need about 20 PSI minimum).Also, minimize idling and increaseidle speed since engines aren’t welllubricated at lower RPMs.

With President Obama’s re-electionwe also should see renewed interestin biofuels. That will probably trans-late into higher percentages ofbiodiesel in ULSD. Since biodieseldoesn’t evaporate as easily as ULSD,many biodiesel-fueled engines haveencountered fuel dilution of the oil inthe crankcase. To offset potential en-gine failures, many oil suppliers re-quire shorter change intervals whenusing fuels containing higher concen-trations of biodiesel. A biodieselcompatible oil will most likely be de-veloped for B5 and higher fuels.

The current interest in gaseous fuels(CNG, LNG and propane) also will re-quire reformulated oils. Gaseousfuels tend to produce higher com-bustion chamber temperatures andconsequently more oil oxidation thandiesel-fueled engines.

Since gaseous fuels produce so littlesoot when burned, engine oil re-quirements for soot protection aresignificantly reduced. This is a goodthing, because ashless dispersants,which are used to improve soot han-dling capability, oxidize more rapidlyat higher temperatures than other oiladditives.

Several oil marketers are currentlydeveloping engine oils for fleets uti-lizing gaseous fuels. One advantagefor using gaseous fuel oils is that oilchange intervals should be able to beincreased significantly since thesefuels don’t contaminate the crank-case oil as rapidly as ULSD or bio-diesel blends.

So, look for the possibility of asmany as four new fleet engine oils, orthree new oils plus reduced drain in-tervals for biodiesel-fueled enginesby 2016. I told you life would be get-ting more complex. /

The ‘universal’oil should

become extinct by 2016 at the latest.


BY SETH SKYDEL | SENIOR CONTRIBUTING EDITOR

Raising the bar

Light-duty truck OEMs are focusingon offering best-in-class capabilities.

Beyond consumer showrooms wherepick-up trucks remain highly popular,Ford, GM and Ram remain focused onserving the needs of commercial usersof their light-duty offerings.

At Ford, F-Series Super Duty trucksfor 2013 feature increased towingand payload capacities, as well asbrake system improvements that en-able higher payloads. Conventionaltowing capacity for the Super Dutymodel is now 18,500 lbs. and thepayload capability is 7,260 lbs. Alarger parking brake and an increasein brake rotor swept area of 16.4%front and 14.5% rear helps dissipateheat, especially on long downhillgrades. These changes also supporta 700-lb. increase in maximum grossvehicle weight rating to 14,000 lbs.

The 2013 Ford F-150 is availablewith several engine choices, eachmated to an electronic six-speed au-tomatic transmission with tow/haulmode. Included are a 3.7L V6, rated302 HP at 6,500 RPM, and 278 ft.-lb.of torque at 4,000 RPM; a 5.0L V8 at360 HP at 5,500 RPM; a 6.2L V8,rated 411 HP at 5,500 RPM and 434ft.-lb. of torque at 4,500 RPM; and a3.5L EcoBoost engine at 365 HP at5,000 RPM and 420 ft.-lb. of torqueat 2,500 RPM.

For fleet customers, Ford also hasintroduced a no-charge Special Serv-ice Vehicle (SSV) package. Availableon SuperCab and SuperCrew, 4x2and 4x4 models, and with 5.0L V8 or3.5L EcoBoost engines, the SSV in-cludes a high-capacity 220-amp alter-nator to support electrical needs anda 40/20/40 seating package with thecenter 20% omitted to maximize

space for in-cab aftermarket equip-ment.

Production is now underway for bi-fuel 2013 Chevrolet Silverado andGMC Sierra 2500 HD extended cabpickup trucks. The vehicles feature acompressed natural gas (CNG) capa-ble Vortec 6.0L V8 engine that has acombined CNG and gasoline rangeof more than 650 mi.

GMC Sierra 1500 and Chevrolet Sil-verado 1500 pickups for 2013 includejob-ready Work Truck models in crewcab and extended cab, and 2WD and4WD configurations. Engines in thetrucks, all mated to six-speed auto-matic transmissions, include a 4.3L V6rated at 195 HP and 260 ft.-lb. oftorque; a 4.8L V8 E85-capable 302HP, 305 ft.-lb. of torque model; a 5.3LFlexFuel V8 E85-capable, rated 315HP and 335 ft.-lb. of torque; and a6.2L V8 E85 FlexFuel capable at 403HP and 417 ft.-lb. of torque.

GMC Sierra and Chevrolet 2500HDand 3500HD trucks include ten2500HD and eight single- and dual-rear-wheel 3500HD models in regu-lar, extended and crew cab bodystyles in 2WD and 4WD. All areavailable with either a standard gasV8 or the Duramax 6.6L turbo-dieselrated 397 HP with B20 biodiesel ca-pability and equipped with an Alli-son 1000 six-speed automatictransmission.

The 2013 Ram Heavy Duty is of-fered with a B20 bio-fuel capable6.7L Cummins diesel that produces370 HP at 2,800 RPM and 850 ft.-lb.of torque. That engine, and the stan-dard 5.7L Hemi V8 that delivers 383HP at 5,600 RPM and 400 ft.-lb. oftorque, are offered with six-speed au-tomatic and manual transmissions.

For 2013, Ram’s chassis cab lineuphas upgrades to powertrain, frame,suspension, body and electrical archi-tecture. Diesel power with new six-speed automatic and manual trans-missions comes from a 6.7L Cumminsproducing 325 HP at 3,000 RPM and750 ft.-lb. of torque that is backed by

an Aisin six-speed automatic trans-mission with PTO capability.

The 2013 Ram 3500, 4500 and 5500Chassis Cabs feature a new 3.6L Pen-tastar V6 engine, rated at 42% morehorsepower and 13% more torquecompared to the manufacturer’s pre-vious 3.7L V6. Also available is a 5.7LHemi V8 that provides 395 HP and407 ft.-lb. of torque.

To meet the demands of fleet cus-tomers, OEMs are offering pickuptrucks and chassis cabs engineered tohigher standards for a variety of mar-ket segments. /

OEMs are offering pickup

trucks and chassis cabs engineeredto higherstandards.

Light -& Medium-duty


BY ASA SHARP | CONTRIBUTING EDITOR

Tires and fuel,a complex relationship

With the price of diesel persist-ently hovering at or above $4

per gallon, any reasonable new prod-uct, service or practice that can helpmitigate overall fuel usage deservesexploring.

The real life fuel efficiency of newtruck tires is typically quantified byrolling resistance, the amount ofpower/energy required to push thetire down the road under a givenload, inflation and speed conditions.Purchasing the correct new tires,however, is only part of the overalltruck/tire/fuel economy relationship.

For starters, understand that rollingresistance relates to, but is differentfrom, fuel economy. The relationshipis typically in the three to five range,meaning that a 4% improvement intire rolling resistance may yield a 1%fuel economy improvement. Variablesaffecting this relationship includetruck aerodynamic efficiency, speeds,inflation maintenance and stop/startfrequency. For example, a fast-mov-ing open car hauler with multiple de-livery stops likely represents thevehicle/service type where tires makeonly a small difference in the overallfuel economy equation. In the oppo-site extreme, a speed limited close-coupled aero tractor with a skirtedvan trailer offers a huge opportunityfor fuel economy with studied tire se-lection. Of course, driver educationhas a significant influence in bothcases.

A lesser appreciated fact is that ap-proximately half of the over-the-roadtruck tire market is served by retreads,which also have an effect on fueleconomy. Roughly half of a tire’srolling resistance capabilities are gen-erated by the casing, with the remain-der dependent on tread materials.Therefore, the selection of high qual-

ity, fuel-efficient tread rubber com-pounds and retreading processes iscritical to maintaining the energy effi-ciency of the used casing/new treadpackage. This is especially true fortrailer, dolly, tag and pusher axles,since whatever low rolling resistancetires can provide is realized more onthese free-rolling axle positions vs.highly torqued drive axle positions.

A common practice has been to re-move tires from service for retread-ing, often with significant tread depthremaining, with the belief that main-tenance of casing integrity was en-

hanced. Equally important, many tiresare removed due to premature shoul-der, rib or other irregular wear, ordriver complaints based only on visu-als, with significant tread depth re-maining. It is now well documentedthat rolling resistance improves signif-icantly from new tire condition to alow tread pull point. This change typ-ically exceeds the difference amongtire brands and may even exceed thedifference between traditional andnewer “fuel-efficient” designs.

Several points should be consid-ered. First, high quality alignmentand inflation maintenance programs,previously considered too costly, maynow be cost justified if they can pro-vide higher take-off mileages. Morefrequent visual inspections and lateral“palming” of steer tires to detectearly onset of irregular wear and theuse of adaptive internal balancingmaterials in place of traditional lead

weights can be effective assists. Thebottom line is that any maintenancepractices (seasonal tire replacements,and the several items noted above)that can extend take-off mileages, al-lowing the tires to operate at themost fuel-efficient late wear stage,will reduce fuel costs per mile.

Several other truck tire/fuel observa-tions are noteworthy. First, real worldfuel efficiency is a function of boththe tire and the road surface overwhich it travels. Generally, less de-formable surfaces are more energyefficient (e.g. concrete vs. thick as-

phalt). This offset should be consid-ered in future high-speed highwaydesigns.

Secondly, scrap tires contain moreBritish Thermal Unit (BTU) contentper pound than high quality an-thracite coal and could provide amostly unused (at present) source offuel for power generation, brick mak-ing kilns and other high temperatureburning operations.

Transportation of used tires as lowvalue freight has hindered this appli-cation. Good planning of futurepower generation facilities and coor-dination with scrap tire sources couldalleviate the transportation/storagecost and enhance the usage of thisrecycling opportunity.

Lastly, traffic congestion caused byroads inadequate for their volume isa serious fuel economy restriction,since standing vehicles have no fuelefficiency whatsoever. /

…rolling resistance relates to,but is different from,

fuel economy.

Tires & Wheels

The rapid pace of technologicalchange has become a hallmark of

our industry, and ongoing technicaltraining is a way of life these days. Aswe struggle to cope with the challengeof keeping our technicians up tospeed, it’s important to take the timeto recognize those programs and or-ganizations that represent the best intraining excellence. Each year, the Au-tomotive Training Managers Council(ATMC) takes the time to do just that.

As I’ve mentioned in past columns,ATMC is a non-profit organizationdedicated to the advancement oftraining and professional developmentwithin the automotive service industry.A member of the ASE Industry Educa-

tion Alliance, ATMC helps memberskeep up with innovations in automo-tive training delivery by facilitating in-teraction among its members andserves as a leadership forum for train-ing professionals to promote worldclass training standards in the trans-portation industries through the shar-ing of best practices.

At the Automotive Aftermarket Prod-ucts Expo (AAPEX) during IndustryWeek in Las Vegas in November thisyear, ATMC presented its prestigiousNational Excellence in Training Awardto four industry firms in recognition oftheir outstanding training programs.These awards are given annually andare designed to emphasize the impor-

tance of training to the success of thetransportation industry. Those pro-grams selected for recognition repre-sent some of the best trainingavailable, and offer a window into thebest practices and latest training tech-nology.

Judged by a panel of ATMC trainingprofessionals, these programs were se-lected from among numerous submis-sions for their ability to meet trainingobjectives in a highly effective and in-novative manner. The ATMC NationalExcellence in Training Awards programis open to any training organizationthat would like to submit their programfor evaluation. The 2012 recipients are:

• Federal Mogul Technical EducationCenter for its program ABS, Stabilityand Traction Control Diagnosis

• The National Alternative FuelsTraining Consortium for its programElectric Drive Vehicle First ResponderSafety Training

• NAPA Autotech for its program Vol-umetric Efficiency with Pressure WaveForms

• The Natural Gas Vehicle Institute forits program CNG Vehicle Fuel SystemInspector

The winners selected this year offereda diverse collection of content, butwhat they all had in common was acommitment to provide the very besttraining possible. Their achievementpoints the way toward the future andsets the bar just a little bit higher. It’simportant to recognize these deserv-ing companies and the personnel whocontributed to the development ofsome of the most outstanding trainingprograms in the industry. That recogni-tion is particularly appropriate when itcomes from training peers, and themembership of ATMC benefits fromthe idea exchange and opportunity tomeet the training challenge together.

If you’re interested in finding outmore about how to join this group oftraining professionals, visit its websiteat www.ATMC.org. We salute thoseachieving this well-deserved nationalrecognition, but outstanding results intraining happen every day whenevertechnicians leave better prepared thanwhen they arrived for a class. Take thetime to celebrate the small wins, just aswe do the big ones. Together, theyform the path to the future. /


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Celebrating training excellence

Training Techniques

BY TONY MOLLA | ASE’s VP OF COMMUNICATIONS

www.FleetEquipmentMag.com 15

New trailer orders rose by nearly a thirdfrom September to 24,707 units in October.This update on industry performance was re-ported in the latest State of the Industry: U.S.Trailers, published by ACT Research Co.

“Dry vans were responsible for much of themonth-over-month industry gain,” said FrankMaly, director of CV transportation with ACTResearch. “Another welcome move for the in-dustry was the gain in backlogs, the first back-log increase since April. Quotation activity isreportedly strong, suggesting that peak orderseason should unfold as expected over thecoming months. Rising orders and subsequentbacklog gains through Q1 will sustain the in-dustry though the period of soft orders thatshould begin in late Q2.”

More information about ACT, a publisher ofnew and used commercial vehicle industrydata, market analysis and forecasting serv-ices for the North American market, can befound on the company’s website at www.actre-search.net.

CKCVR Fleet Study indicates moreorders for Class 8 vehicles in 2013

CK Commercial Vehicle Research said it hascompleted its Annual Fleet Study for 2012.Seventy-seven representatives from small,medium and large for-hire, private and govern-ment fleets responded to this year’s question-naire. The study is a valuable resource foranyone interested in commercial vehicle de-mand for 2013, CKCVR said.

The full report offers detailed informationregarding fleet equipment buying plans for2013, including brand choices and technologyspecifications for both power units and trail-ers by fleet activity and expected volumes. Formore information about the study, [email protected] or visit www.ckcvr.com

Labelmaster releases GHS toolLabelmaster, a manufacturer and distributor

of regulatory compliance products, has just re-leased an expanded version of its GHS refer-ence tool.

The new 16-page GHS Product Guide featuresa complete line of training materials, labels, pic-tograms, mini pictograms, custom labels, print-

NewsACT reports trailerorders surged inOctober

IndustryRapid Response: 800-930-7204 ext. 45015

ers, printer accessories, SDS binders andsoftware to help customers meet the revisedOSHA Hazard Communication Standard(HCS). Information is organized in a user-friendly format that is easy to follow. Theguide contains pertinent information aboutcompliance requirements, detailed informa-tion about labeling requirements and an im-plementation timeline.

To receive the guide, call 800-621-5808, fax800-723-4327 or email [email protected] also has regulatory experts onstaff to answer questions and provide com-pliance assistance.

Western Star hits the road toshowcase fuel-efficient package

Western Star Truck Sales Inc. announcedthat its 4900SB model with fuel-efficient(FE) package is now touring dealershipsacross the U.S. Scheduled for the remain-der of the year and throughout 2013, thetour will highlight the fuel-efficient fea-tures of the Western Star 4900SB FEtruck.

Equipped with the Detroit DD15 engine,the 4900SB FE combines aerodynamicfeatures and lightweight options to im-prove fuel economy. Ideal for fleet, long-

haul bulk and manufacturing segments,the truck features a wrap-around frontbumper, underhood air cleaners and slopedhood, while maintaining Western Star’sclassic exterior styling, the truck makersaid. Powered by the fuel-efficient DD15engine, the 4900SB FE is ideal for compa-nies that want to reduce transportationcosts by maximizing fuel efficiency.

“This tour demonstrates how WesternStar’s engineering, together with Detroit en-gine technology, can significantly reduce fuelconsumption and ultimately positively im-pact a company’s bottom line,” said AnnDemitruk, director of marketing for WesternStar. “Western Star is proud to showcase an-other solution that meets our customers’needs for a tough and rugged truck withoutcompromising fuel efficiency.”

For more information, visit www.Western-Star.com.

Stertil-Koni awarded bid with CTAfor heavy-duty truck lifts

Stertil-Koni, a maker of heavy-duty vehiclelifts, announced that it has been awarded amajor competitive bid with the Chicago Tran-sit Authority (CTA) to produce and install 54high-capacity, environmentally friendly in-ground vehicle lifts. According to the com-pany, the award calls for Stertil-Koni todeliver the company’s ECOLIFT, which thecompany said uniquely combines high pres-sure, low volume hydraulics and only re-quires 3.5 gallons of fluid per scissor.

CTA has ordered two models of the ECOL-IFT, a 2-scissor configuration with lifting ca-pacities of 60,000 lbs. Lifts are scheduled tobe installed in the first quarter of 2013.

Stertil-Koni president, Dr. Jean DellAmore,stated, “We are delighted that Chicago Tran-sit Authority has selected the ECOLIFT forthis significant contract. The ECOLIFT is en-gineered to be high performance, low mainte-nance, competitively priced and friendlytowards the environment. Equally important,Stertil-Koni is also proud to be helping to cre-ate jobs right here in the U.S.” /


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One of the things that emergesfrom a study of CSA fleet regula-

tions is that lighting infractions are oneof the leading reasons a fleet’s mainte-nance score can deteriorate. It’s notjust that a non-functioning tail lamp isa six point violation—in 2011, lightingviolations accounted for four of thetop 11 violation categories, or 22.3%of all violations. This adds to the factthat lighting violations are one of theeasiest categories to prevent and con-trol. Hard to believe?

Let’s take a look at a medium-sizedfleet that uses 100% incandescentstop/tail/turn lamps. A 2,000-trailerfleet has 8,000 stop/tail/turn lamps incirculation. At a 3.5-year average lifeexpectancy per bulb, divided by 365days per year, that fleet will experienceapproximately six STT failures per day,which creates more than 2,000 down-time episodes per year. And before allthose downtime episodes, there aremore than 2,000 chances for an on-theroad lighting violation, which could re-sult in a parked truck waiting hours fora $150 road service call.

This, of course, is a tremendous dragon a fleet’s productivity. Not only isthere the cost of the new replacementlamp itself, there is the cost of gettingthe trailer to a maintenance facility tocheck out the reason for the fault, thento fix the problem—plus the potentialdelivery delay of the cargo.

This is why many fleets are replacingobsolete bulb lamps with LED technol-ogy. However, some fleets still balk atthe initial cost of the more expensiveLED lamps. They either keep their in-candescents in place, putting off re-

placement until a new batch of trailersis ordered, or try to find the least ex-pensive LED lamps to hold down ini-tial cost.

The key point to realize is that a suc-cessful LED conversion programshould not be identified primarily as acost. It’s an investment in fleet opera-tional productivity and company-levelprofitability with a goal of lowering thenumber of on-the-road lighting failuresand subsequent maintenance eventscaused by lighting. In other words, thelamp upgrade goal should be increas-ing overall fleet productivity and prof-itability. The CSA dividend will comeautomatically.

If this process is executed correctly,unplanned downtime caused by light-ing systems can be reduced to an in-finitesimal fraction of the previousprogram. Here are the characteristicsof a successful incandescent to LEDlamp conversion program:

• First and most important, the LEDlamps chosen should be of the highestquality. When it comes to design so-phistication, ruggedness both of struc-ture and electronics, protection fromvoltage spikes and electromagnetic in-terference, lens design, mounting de-sign, etc., there are different levels ofquality among various lamp designsand among suppliers themselves. Thelamps may look the same, but oftenthey don’t perform the same.

• The quality of LED diodes them-selves varies tremendously, and sodoes life expectancy. Low quality LEDsfall out of spec more quickly and startto dim unevenly or just burn out. Andthe electronics within bargain lamps

do not stand up as well to the vibra-tion, corrosion and rigors of the high-way environment, causing them to failsignificantly more quickly. Accordingto Grote, the company exhaustivelytests lamps against all competitionand has data to prove it.

• Another issue is the integrity of theharness and the connections bothwithin the harness and between theharness and the lamps. When you in-vest in LED technology, you want toprotect your investment by selectingan entire lighting system as reliable asthe LED lamps themselves. Thus thedesign of the connectors and thenumber of connections is a concern.There are different connection designsin the marketplace and their resistanceto corrosion varies because the de-signs of the seals between lamp andharness have different characteristics.LED lamp technology can outlast theequipment on which it is installed, so itdoes little good to source the bestlamps and mate them to a connectionsystem that allows corrosion to causesystem failure anyway. The goal shouldbe no unplanned downtime due tothe entire lighting system.

When fleets conclude that they needto seriously address downtime, pro-ductivity and their CSA scores with acomprehensive lighting strategy, theyneed to invest in their future using in-vestment-quality lighting equipment.A low initial expense strategy usuallyproduces a lower return on the bot-tom line. /

Information supplied by Tom Draperof Grote.

TOPICSTrailer

Doing the math on CSA lighting infractions

These days, fleets have the abilityto gather extensive data from theelectronic control unit (ECU) on theirdiesel engines and leverage that in-formation to control operating costs.We asked engine makers to explainhow fleet equipment mangers canbest use that information.

Monitoring & maximizingfuel economy

Todd Wickstrum, product planningmanager of powertrain for PeterbiltMotors Co., reports, “Most of ourcustomers have developed their ownmethods to track information ontheir vehicles. We will occasionallyget involved when one of our largefleet customers is looking to makesome changes in their fleet to im-prove fuel economy or new cus-tomers that aren’t sure how theywant to spec a truck for their appli-cation. We will gather trip reports offthe engine and analyze their idletimes, average cruise speeds, timespent in different RPM ranges andPTO time, along with a lot of otherdata, to determine the optimum ve-hicle configuration or identify areasfor improvement or driver trainingthat could lead to improved effi-ciency or fuel economy.”

Wickstrum continues, “Occasion-ally, we will send a data logger tothe customer and this will provide uswith a lot more information. We can

see detailed information about howmuch torque they are using, and atwhat vehicle speed and engine RPM.We can analyze shift points and ratedrivers’ shift patterns. This will alsomonitor engine parameters while itis logging the data, so we can seethe impact to fuel consumption, en-gine oil and water temperatures, toname a few.”

According to Brad Williamson,manager of engine and componentmarketing for Daimler Trucks ofNorth America, “Detroit has a groupof professionals specially trained onall the necessary tools, knowledgeand trends to ultimately lead togreat fuel economy. Our fuel econ-omy specialists work with our cus-tomers, dealers and our sales teamsto ensure they understand how thefuel economy game starts on dayone with spec’ing the right truck andpowertrain, and continues for the lifeto truck. They utilize proprietary en-gine software to monitor (and edu-cate our dealers and customers howto monitor) all of the factors thatcontribute to industry-leading fueleconomy. They also keep currentwith new trends in fuel economytools (such as trailer skirts, wide-based tires, etc.) to understand howthese new developments mesh withproven methods. In general, our“special fuel economy ops” team isa highly-trained and knowledgeable

group that spends countless hourseducating, training and collaboratingwith our dealers, customers andsales teams to ensure Detroit andDTNA is the industry leader in fueleconomy.”

Louis (Lou) Wenzler, technical salessupport director for Cummins En-gine Co., says, “Today’s on-highwayheavy-duty engines all utilize elec-tronic control modules (ECMs) tocontrol important engine subsystemssuch as the fuel system and EGR sys-tem, as well as the aftertreatmentsystem.”

He goes on to say that Cummins isunique in offering a proprietary soft-ware application that makes it easyfor fleets to interact with the ECM toprogram an engine’s electronic fea-tures and parameters, gather trip in-formation and manage fault codes.Fleet managers can control settingsof electronic features like LoadBased Speed Control (LBSC), GearDown Protection (GDP), or idle shut-down to ensure engines are operat-ing as efficiently as possible.

LBSC is a Cummins exclusive fea-ture that limits the engine RPM whennot needed—to save fuel and re-duce driveline wear. When needed,LBSC will allow the engine to oper-ate at the full-governed speed whenoperating with heavy loads and/oron moderate grades, or when mak-ing gear changes. LBSC encourages

Engines continue to provide information to help fleets better manage assets

Equipment Management


Leveragingengine data

proper driving techniques and im-proves fuel economy.

GDP helps to maximize running thetransmission in top gear, keepingthe engine operating at a lower RPMfor better fuel economy and enginelife. GDP can be used in conjunctionwith LBSC to limit engine operatingspeeds throughout the vehicle’s en-tire operating range, Wenzler adds.

Fleet managers also can examinetrip information such as miles driven,miles per gallon and idle time to as-sess operation of either a specificvehicle or the fleet as a whole. And,the fault code management capabil-ity allows them to read any faultcodes that have been logged, mak-ing it easier to get accurate repairs.

According to David McKenna, di-rector of powertrain sales and mar-keting for Mack Trucks, “Informationtoday is an absolute key to optimiz-ing the complete truck operation.The information must be accurateand applicable to advancing the cus-tomer value proposition. MackTrucks uses a system, Logged Vehi-cle Data (LVD), which records all as-pects of the vehicle operation. Wecan filter literally thousands of avail-able data points to suit the cus-tomer’s need for information. Withthis data, we work directly with thecustomer to optimize total vehicleperformance. Generally, this wouldbe enabling some vehicle manage-

ment and control (V-MAC) featuresand/or settings. Each customer isdifferent, and each customer mayoperate vehicles in very differentduty cycles, so “one size fits all” or“one setting suits all” is simply notacceptable. Working with real-worlddata allows us to tailor each V-MACperformance to each need.”

“Volvo Trucks’ Remote Diagnosticsleverages vehicle data to improvethe productivity and profitability ofour customers,” says Conal Deedy,Volvo Trucks product manger—com-munications and electronic.

Remote Diagnostics, standard onevery Volvo-powered VN modelhighway truck, provides uptime sup-port through proactive diagnosticand repair planning assistance withdetailed analysis of critical diagnos-tic trouble codes. The remote com-munication platform facilitates livedealer and customer communicationthrough Volvo Action Service, thetruck maker’s 24/7 support team.Proactive diagnostics streamlineservice procedures with confirmationof parts on-hand before a truck ar-rives at a service location, increasinguptime, Deedy adds.

Remote Diagnostics also providesservice case communication anddocumentation among Volvo ActionService, dealers and customersthrough ASIST, Volvo’s web-basedservice management tool. Remote


Diagnostics comes free of charge fortwo years with the purchase of allnew Volvo trucks.

Volvo Link provides remote access toa rich set of vehicle performance data,Deedy notes. Customers can access avariety of vehicle performance reports,including fuel efficiency and vehicleutilization reports that demonstratehow their vehicles are being used andpinpoint areas for improvement. Prior-ity diagnostic trouble codes can be

sent to customers by email within fiveminutes of being detected on the ve-hicle. Volvo also helps customers opti-mize their vehicle specs based onlogged vehicle data. The companyworks with customers to analyze howtheir vehicles are being used and canrecommend a specification to matchthe customer’s usage profile.

Trip history & maintenanceThere are many good options for

tracking this information, says Detroit’s Williamson. “The mostbasic is to pull information from theengine ECM and track trends. Amethod that is becoming more com-mon is to utilize telematics systems,such as Detroit’s Visibility Package,to monitor the main factors con-tributing to fuel economy and keeptrack of mileage/hours to ensuremaintenance intervals are met. Toleverage this information, regardless



The integration of onboard diagnostics with mainte-nance management software offers added value tofleets. Data transmitted from a truck can generate real-time alerts and create work-pending forms, said DaveReed, fleet management consultant with Arsenault As-sociates.

For example, Arsenault’s Dossier maintenance man-agement software integrates with Networkfleet andother onboard systems to deliver key information inreal-time, without the need for manual date entry, Reedsaid. The onboard device gathers data from an engine’sengine/electronic control module (ECM) and transmitsessential information wirelessly. The data flows directlyinto Dossier, eliminating manual data entry and the al-most unavoidable lost time and errors.

Transmitted information includes real-time faultcodes, commonly referred to as diagnostic troublecodes (DTCs). “When a failure or a fault code is gener-ated by a unit, it is immediately transmitted toDossier,” Reed said. “The alert shows up on theDossier screen with the priority your fleet has assignedto that particular code.”

Reed cited the example of a slightly overheated con-dition that will generate one code, while a more severecondition will generate another. “If it’s a slightly over-heated condition, say 230˚, you might assign that codea lower priority than one that indicates a temperatureof 290˚. That would be another code and a higher pri-ority,” he explained.

Similarly, a high fuel pressure alert might be less ur-gent than a low fuel pressure alert. “If I lose my pres-sure, the engine’s not going to run,” Reed noted. If ahigh-priority fault is critical, the fleet can contact thedriver through its mobile communications provider.Otherwise, they can send a text or call the driver.

“The message could be, ‘Hey, you might not realize

this but six of your eight ABS brakes have failed andyou need to stop now. You’re in a dangerous situa-tion,’” Reed said.

Users can assign their own words to any given code,he noted. “Fleet managers and techs will respondmore quickly to an alert that uses the word ‘urgent,’ forexample.”

Reed said wireless, real-time integration of onboarddiagnostics and maintenance software can make it eas-ier to deal with failures on the road. “Say a movingtruck generates the low fuel pressure alert. The alert isreceived and immediately posted to the fleet man-ager’s screen,” Reed said.

The on-board provider’s GPS will show the location ofthe unit and a nearby vendor can be selected for a re-pair, he continued. Depending on the maintenance ap-plication, a repair description and authorization can besent to the vendor and the driver can be directed tothe vendor’s location.

“In Dossier, the fleet manager will immediately seethat truck’s maintenance history and can generate a re-pair order with a mouse click. If the vendor creates therepair order, it can be imported into Dossier so thatmanual data entry is unnecessary,” he said.

Wireless communication and software integrationsave time, eliminating steps and opportunities for error.

Beyond partnership integrations like Dossier withNetworkfleet, some maintenance management appli-cations can communicate with onboard systemsthrough application programming interface (APIs),software modules that enable disparate systems to ex-change information with a minimum of programmingeffort. “That means you can link virtually any onboarddiagnostic system with any maintenance softwareprovider that, like Dossier, offers an API,” Reedadded.

Onboard diagnostics & maintenance software

of how it is obtained, the fleet musthave working knowledge to makethe information valuable—and this isanother place where our fuel econ-omy ops team provides unmatchedexpertise.”

“Trip reports are probably the bestway to track vehicle history.” saysPeterbilt’s Wickstrum. “This will giveoverall history and can be reset totrack a particular route or time pe-riod.”

Cummins’ Wenzler points out thathis company’s PowerSpec makes iteasy for fleet equipment managersto connect to an engine’s ECM viathe datalink connector in the vehiclein order to extract trip informationand other information for review andanalysis. Information is displayed in aformat that makes it easy to readand understand. Some examples oftrip information and how it can beused are:

• Idle time. By examining trip datafrom a group of vehicles, one couldeasily determine the fleet’s averageidle time and identify vehicles thatreport the highest idle time. Thiscould provide an opportunity tocoach drivers about reducing idletime and/or alert the fleet managerof the need to enable the idle shut-down timer. Every hour of idle timethat is eliminated can raise a vehi-cle’s MPG by as much as 1%.

• Percentage of time spent operat-ing in top gear. An accepted rule ofthumb for line-haul vehicles is thatgreater than 90% of time in on-high-way operation should be done in topgear in order to achieve maximumfuel economy. Every 10% drop oftime in top gear equates to a 0.5%drop in fuel economy. By examiningtrip information, a fleet managercould easily determine which vehi-cles are not following this standard.

• Number of sudden decelerations.This information in the trip reportcan be useful to determine potentialaggressive driving behavior, such astailgating, providing an opportunityto advise and coach drivers on modi-fying or improving driving behaviors.

• Number of brake pedal activa-tions. The maintenance manager

could use this data to guide mainte-nance technicians on routine mainte-nance to inspect for brake liningwear. This information may allowfleet managers to advise drivers onthe use of the engine (compression)brake to help reduce maintenancecosts on vehicle service brakes.

Mack’s McKenna talks about theadvantages of the truck maker’s V-MAC IV electronics that come withDataMax to track vehicle trip histo-ries, duty-cycle information, sched-uled maintenance intervals—andpreventive maintenance. “DataMaxprovides the real-world data that al-lows fleet managers to work withdrivers on improving performanceand advises the driver via Co-Pilot ofupcoming service intervals,” Hesays.

Volvo’s Deedy says, “Volvo Linkprovides remote access to key vehi-cle performance data and other in-formation to manage vehicle andfleet productivity and profitability.The Volvo Link ‘Locate’ package re-ports vehicle location, speed andodometer at customer configurableintervals. Detailed trip informationreported through Volvo Link in-cludes: RPM history report, speedhistory report, vehicle stability reportand fault status report. In addition,customers can use ASIST for servicequotations and service planning.”

Advancements & GHG14As our industry moves toward the

next government legislation relatedto fuel efficiency, there will be somechanges for engines as part of theequation.

Detroit’s Williamson notes, “It isnot so much the changes to engineelectronics, but the changes intelematics and the information avail-able at a fleet’s fingertips. The easi-est way to gather information is bypulling engine ECM information foranalysis—today you have to directlyreach the trucker (and buy the OEsoftware) to attain much of the nec-essary information. In the future, withthe development of Detroit VirtualTechnician and visibility (and othersimilar systems) fleets (and others)

will be able to pull real-time data onfuel consumption, idle time, time intop gear and much more, which willallow them to optimize how theirdrivers drive and should lead to in-creased driver training, and ulti-mately, improvements in fuel econ-omy. “

Wenzler at Cummins notes, “In2013, all on-highway engines will in-clude on-board diagnostics (OBD) aspart of the emissions regulationequipment. Cummins has experi-ence with OBD, with a proven sys-tem that has been used onthousands of on-road vehicles since2007. The on-board diagnostics sys-tem contin-uously monitors performance of theemissions system, providing alertsvia a malfunction indicator lamp(MIL) on the instrument panel. If theOBD system detects any emissions-related malfunctions, it will alert theoperator by illuminating the MIL.”

EPA and NHTSA have enacted newgreenhouse gas (GHG) and fueleconomy standards, which take ef-fect in 2014 and 2017.

Wenzler said Cummins’ entire on-highway engine lineup is fully certi-fied to meet the 2014 fuel economyand greenhouse gas regulations.Meeting these regulations a full yearahead of schedule allows Cumminsto deliver better fuel economy andreduce carbon dioxide emissions, headds.

As for the future, Mack’s McKennasays, “Vehicle performance will befurther enhanced with automatedadvanced logic that will allow the ve-hicle to think and apply the bestavailable solution to the duty de-mand that is currently being encoun-tered. One example of this is MackLoadSense, which allows an acceler-ation rate based upon load. Load-Sense measures the amount ofenergy required to accelerate to thedesired speed. A full load may re-quire 100% of available power. Witha less-than truck load or an emptytrailer, the driver could request 100%of available power and the systemcould allow all of this power to movea light load. But that wouldn’t hap-


pen with LoadSense, because itmanages the acceleration rate tosave fuel. This is completely an auto-matic functionality that uses real-time data.

Volvo’s Deedy adds, “In the future,trucks will have more capabilities tobe configured remotely or optimizedfor where they are traveling or howthey are loaded. Trucks are becom-ing more and more intelligent andconnected, which opens up manyopportunities to improve efficiencyand reliability.”

Wilkinson adds, “One thing thatfleets will see with OBD13/GHG14 isan increase in the number of lightsdrivers see. OBD will begin using thecheck engine light and the malfunc-tion indicator lamp more frequentlyto notify operators that the engineor truck has emissions compliance is-sues. In many cases, this will be aninitial signal that the vehicle’s emis-sions system needs to be checked,but drivers typically fall into two cat-egories: (1) Drivers see any light andget it checked immediately, resultingin more time off the road; and (2)Drivers see a light and ignore it untilthere is a noticeable problem—meaning more serious issues withemissions compliance, and poten-tially engine issues.”

He goes on to point out that byusing a system like Detroit VirtualTechnician that evaluates theselights, notifies the fleet/operator ofthe severity of the issues and thenrecommends corrective action, thesystem will help both types of driversby instructing the cautious driverthat it is not serious and that thedriver should have it checked at alater time or at the next service inter-val. It also will help the driver whoignores the lights to know when heor she has a serious issue, and whatthe necessary (and some times im-mediate) corrective action entails.

This will save the fleet money andultimately reduce downtime, regard-less of the type of driver and in-crease in lights. /



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Data softwarecollection

The right software is needed toget the most out of engine data.As an example, TMT Fleet Main-tenance software by TMW Sys-tems makes use of engine busdata that is collected by third-party systems, according toTMW. The “FuelMaster Import”module is designed to work withthe FuelMaster fuel managementsystem from Syn-Tech SystemsInc. Fleets using FuelMaster forautomated fuel dispensing andtracking have an automotive in-formation module (AIM) unit in-stalled on the vehicles thatcollects and stores engine datainformation and sends it to thefuel management unit by RF(radio frequency) during fuelingoperations.

With the software, the onboarddiagnostics (OBD) data can betransmitted as a file to the fleetoffice, where the Database EventMonitor for TMT can access andread the file contents. For eachtrouble code in a given unit’sdata record, TMT Fleet Mainte-nance software can generate a“Pending Work Order” in thesystem for manager review, ac-ceptance and shop scheduling,even identifying the repair shopassigned. Automatically, the soft-ware will check to see if the trou-ble code is already noted on apending work order, and if so, itwill not be duplicated. Multipletrouble codes for the same unitall will be added to the samePending Work Order for plan-ning and maintenance efficiency.

In addition to detailed timestamp, vehicle identification andservice location data for eachtrouble code is identified forfleet use.

“S afety means everything,” saysJuan Pablo Muñoz, president

of Muñoz Trucking. “We want to besure our drivers return to their familiesand that the motoring public is as safeas possible when they are near one ofour trucks.”

Headquartered in El Paso, Texas,Muñoz Trucking offers dry van truck-load service in the lower 48 states andCanada with a fleet of 79 tractors andmore than 100 trailers. Founded in1989, the carrier also offers transload-ing, storage and lumper services forloads in and out of Mexico, and oper-ates a warehouse of over 16,000 sq.ft. where it provides short- and long-term storage, along with cross dockservices.

Outweighing costA multi-faceted approach is helping

Muñoz Trucking maintain the highestattainable safety record. “One of theways we do that is by operating only

up-to-date equipment,” Muñozstates. “Our suppliers help us stay up-dated on the latest safety featuresand their benefits, and about thesafety enhancing technologies we canspecify for our tractors and trailers. Allof the things we are currently spec’ingmore than outweigh their cost.”

Now operating in the Muñoz Truck-ing fleet are 70 late-model VolvoVN780 tractors. Some of the safetyenhancing technologies that Muñozpoints to on the tractors include steeraxle disc brakes and the Volvo I-Shifttwo-pedal, automated mechanicaltransmission that features a brake pro-gram mode for maximum retardationwhen a vehicle needs to slow down.

The fleet’s newest tractors also areequipped with Volvo EnhancedCruise (VEC) with Active Braking,which utilizes a radar sensor placedbehind the front bumper to helpmaintain a safe following distancefrom slowing vehicles and identify


SpecsFleet Profile

Juan Pablo MuñozPresident

Award-winning Muñoz Trucking is addressing safety from all angles

stationary objects in a truck’s path. The VEC system provides visual feed-

back on the instrument panel anddriver information display, audiblewarnings and braking intervention tohelp reduce the potential or severity ofa crash. If braking intervention be-comes necessary, VEC with Active Brak-ing reduces the engine throttle, appliesthe engine brake, and when needed,applies up to two-thirds of servicebrake power.

Safety processMuñoz Trucking also employs a three-

phase safety process for its drivers. InPhase 1, the focus is on staying in-formed of the newest safety regulationsand industry trends, with specific atten-tion paid to CDL status, driver physi-cals, driver logs and otherdocumentation. Phase 2 focuses on en-forcing safety policies and identifyingpotential driver issues. Phase 3 rewardssafety compliance, providing driverbonuses for every clean DOT inspec-tion and a year-end bonus for remain-ing accident-free throughout thecalendar year.

The safety practices at Muñoz Truck-ing are enforced in each department atthe company. “For example,” says Pas-cual Muñoz, vice president, “it’s my jobto train our dispatchers and our main-tenance department to work with ourdrivers to make sure they operatesafely and have the safest equipment.That includes our maintenance/ware-house manager, the assistant man-ager/city driver manager, three dieselmechanics and two trailer technicians.This training is a minimal investmentfor such huge results.”

Award winnerThose results at Muñoz Trucking in-

clude being named a winner of the2012 Volvo Trucks Safety Award. Theannual program, now in its fourthconsecutive year, also is supportedand sponsored by Michelin AmericasTruck Tires. As a winner announcedat the American Trucking Associa-tions Management Conference & Ex-hibition, Muñoz Trucking received$25,000 to be used toward safety-re-lated activities.

In early 2012, Volvo Trucks invitedfleets across the U.S. and Canada withmore than five Class 8 trucks to applyfor the annual awards. The awards aregiven in two categories, one for fleetswith less than 20 million miles of an-nual operation and the other for thosewith more than 20 million miles. Fleetswere ranked by their accident fre-quency rates using the U.S. Depart-ment of Transportation definition of a“recordable accident,” as well as theiraccident prevention programs.

Muñoz Trucking received the VolvoTrucks Safety Award in the under 20million miles category. During 2011,the company had zero recordable acci-dents over 10,195,060 miles of opera-tion. “Muñoz Trucking has clearlydemonstrated the importance of safetywithin its organization,” MagnusKoeck, Volvo Trucks vice president ofmarketing and brand management,said during the awards ceremony.“We’re pleased to acknowledge thatcommitment and how it translates intosafe performance on the road.”

The importance of recognizing thecommitment to the safety of employ-ees and others at Muñoz Trucking wasnoted by Michelin, as well. “By recog-nizing fleets that strive for zero acci-dents through their active safetyprograms, we encourage the industryto promote what we value,” said Jaye

Young, Michelin Americas Truck Tirescountry marketing manager. “Manyfleets are striving for improved safetyfor their drivers and all motorists usingthe highways. We encourage the truck-ing industry to adopt the best prac-tices of this year’s award winners.”

At Muñoz Trucking, notes Juan PabloMuñoz, everyone takes great pride inserving customers and working hard tomaintain their trust. “Our customersknow they can count on us to providesuperior service,” he says. “We knowwe always strive to do everything pos-sible to operate as safely as we can.There simply isn’t a price you can puton safety.” /


Muñoz TruckingTractor Specifications

Model: Volvo VN780Wheelbase: 223 in.Engine: Volvo D13; 425 HP @ 2100RPM, 1,750 ft.-lb.Transmission: Volvo I-Shift, 12-speed automated mechanicalDriveshafts: MeritorFront Axle: MeritorRear Axle: MeritorRear Suspension: MeritorBrakes: Bendix, steer axle discTires: 295/75R22.5H Bridgestone steer;445/50R22.5 Michelin X One XDA Energy drive5th Wheel: Fontaine 6000Air Compressor: Meritor WABCO 31.8CFMAir Dryer: Meritor WABCOFan Clutch: Kysor on/offBatteries: Volvo Starter: VolvoAlternator: Delco 165 ampSeats: NationalFuel Tanks: dual 150-gal.Paint: Dupont

Muñoz TruckingTrailer Specifications

Models: Wabash, Great Dane, Utility53-ft. dry vansAxle/Suspension/Brakes: HendricksonVantraax, sliding; Quik-Draw pneumaticpin release systemOil Seals: StemcoABS: Bendix


“Rising fuel costs are driving upthe value of lightweight com-

ponents that reduce fuel consump-tion and increase the ability to haulmore payload,” says Steve Slesinski,director of global product planningfor Dana’s Commercial Vehicle Drive-line Technologies. “By employing ad-vanced weight-saving technologies,fleets can take advantage of incre-mental fuel savings that can add upsignificantly over time.”

A tractor spec’d with a 6x2 axleconfiguration can save from 300 to400 lbs. over a typical 6x4 configura-tion, Slesinski points out, since itdoes not require an interaxle differ-ential, interaxle driveshaft, u-joints,and the internal gearing needed toconnect and transmit torque to a sec-ond drive axle in a tandem. In addi-tion, by eliminating the second driveaxle, parasitic losses in the drivetrain

are reduced, resulting in additionalincremental gains in fuel efficiency.

While Slesinski estimates trucksequipped with a 6x2 versus a 6x4configuration can increase fuel effi-ciency by about 2%, he quickly addsthat it’s important to remember that6x2 axle configurations offer reducedtorque and traction. Also, the esti-mated resale value of a 6x2 is re-ported to be between $4,000 and$7,000 less than a comparable 6x4.

Most on-highway applications uti-lize a 40,000-lb. capacity tandemdrive axle designed to meet a broadspectrum of application require-ments. In many cases, Slesinski re-lates, this means fleets can be usingproducts that are over-spec’d andheavier than required.

For customers looking for weightsavings but not willing to give up thetractive and torque benefits of a 6x4

configuration, one of Dana’s latest of-ferings is its Spicer Pro-40 tandemaxle. Engineered to be approximately100 lbs. lighter than competitiveproducts, according to the company,the Spicer Pro-40 is designed for80,000 lb. GCW applications with en-gines up to 475 HP and 1,750 ft.-lb.of torque with overdrive transmis-sions. The axle is available in a rangeof ratios from 3.25 to 3.91 for line-haul, regional and city delivery fleets.

Impacting choicesA number of factors are impacting

axle choices by fleets, including theneed for lighter weight configura-tions, notes Charlie Allen, generalmanager of rear drive axles at Meri-tor. Other issues include direct oroverdrive transmission choices, fasteraxle ratios, pending engine changesincluding higher torque ratings, and

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

Drivetrain components:Axles, suspensions and u-joints

Meritor


in some cases, lower cruise speeds.“In all cases,” he says, “drive axlesmust have the durability and lifecycleexpectations to meet fleet needs.Million mile axles in linehaul applica-tions are common and expected.”

Meritor’s SmarTandem axle ad-dresses some of these considerationsby reducing weight by 30% and byusing traction controls to address6x2 axle traction deficiencies. Theelectronic control technology pro-vides tandem functionality by sens-ing operating conditions.

Meritor also recently unveiled the FueLite tandem axle, the first mem-ber of its SoloDrive Series axles,which features 6x2 tandem rearaxles. Based on the Meritor 160 se-ries drive axle, the FueLite tandemaxle is designed for linehaul applica-tions while delivering nearly 400 lbs.in weight savings when compared to

a traditional 6x4 configuration. The Meritor FueLite and SmarTan-

dem axles include the manufacturer’sDualTrac housing that allows the op-tion of running wide-based singletires or duals, and can be configuredwith ratios in a range from 2.50 to4.10 to match application needs.

Trailer axle-suspensionsolutions

“SAF-Holland has been working tomeet fleet requests for trailer sus-pension-axle systems that includeweight reduction for increased fuelefficiency and carrying capacity,”says Bill Hicks, director of productplanning for trailer systems. Includedare the company’s new SAF brandCBX Series trailer suspension axlesystems, including sliding tandem,fixed frame and self-steering suspen-

sion models with capacities from23,000 to 30,000 lbs.

The CBX Series, according to thecompany, features SAF Fusion BeamTechnology that combines castingand fabrication technologies to re-duce suspension system weight with-out impacting performance orstrength. This is accomplishedthrough the fusion of a cast beamand a fabricated tail section.

SAF-Holland also is offering its CBXSelf Steer Axle (SSA). CombiningSAF axle technology from Germany

with North American-based CBX Se-ries air suspensions, the SSA systemis available with two different steerangles, including 20 degrees or 25-to-30 degree wheel cut models. Vari-ous capacities are available in theseries, including the CBX23 andCBX25 models that are rated at23,000 lbs. and 25,000 lbs., respec-tively, and the CBX25/30 that offersan additional 30,000 lbs. of load car-rying capacity at a creep speed of 5MPH or less and 25,000 lbs. of ca-pacity for on-highway operation.

U-joints When it comes to u-joints, says Karl

Mayer, senior product line managerof drivelines at Meritor, manufactur-ers have a product for every need.“Some fleets prefer to grease u-joints while others choose an ex-tended lubrication interval orpermanently lubricated designs,” herelates. “Fleets specify dependingon their vocation, application andmaintenance practices.”

Greasable u-joints typically haverecommended grease intervals foron-highway applications of 40,000 to50,000 miles. Extended lubricationoptions reduce the number of re-quired lubrications over the life ofthe truck, in some cases doublingthe interval to 100,000 miles forsome vocations. Permanently lubri-cated designs are sealed for the lifeof the vehicle.

ResourcesDana Spicer – www.roadranger.com

Meritor – www.meritor.comSAF-Holland – www.safholland.com

Dana

SAF-Holland

Meritor

“The requirements of the u-joint—to transmit torque at varying anglesand speeds—have remained thesame for years,” Mayer says. “Tech-nical approaches in material and de-sign have been aimed at transmittingever increasing torque levels whileretaining a relatively small envelopeor swing diameter.

“With the never ending quest forimproved fuel economy,” Mayer

adds, “fleets are specifying directdrive transmissions with very fast axleratios to reduce engine RPM whilemaintaining desired highway speeds.The trade-off with this approach isthat a lower driveline RPM musttransmit considerably higher torquefor the same horsepower, so largerdrivelines are required to handle thetorque and exhibit the same life ex-pectancy. This holds true for auto-

mated mechanical transmissions aswell, which generally tend to applytorque more aggressively than man-ual transmissions and therefore re-quire larger drivelines.”

Meritor, according to Mayer, is in-vestigating different lightweight op-tions for future drivelines, includingvarious alternative materials and de-signs. Its goals include savingweight, ensuring a payback and mak-ing sure to address performance,serviceability and reliability.

Breakthrough technology“Dana has spearheaded a break-

through manufacturing process thatenables us to join a robust aluminumtube to steel u-joints,” says Slesinski.“The result is the Spicer Diamond Se-ries Driveshaft, which is up to 36%, or100 lbs., lighter than traditional two-piece steel driveshafts. The DiamondSeries driveshaft also reduces noise,vibration and harshness (NVH).”

The new Spicer Diamond SeriesDriveshaft from Dana uses Spicer LifeSeries and Spicer Compact Series u-joints. Designed for heavy-duty com-mercial vehicles using two-piecesteel driveshafts of 7.5 to 10 ft., theDiamond Series eliminates the needfor center bearings, reducing the dri-veline configuration from three jointconnections to two.

Guaranteeing performanceAs with all tractor and trailer com-

ponents and systems, drivetrainmanufacturers are quick to point outthat routine preventive maintenanceis one of the best ways to guaranteemaximum life and performance, aswell as lower maintenance costs.

These suppliers also note that theycontinue to work with vehicle OEMsto make sure axles, suspensions anddrivelines are designed and config-ured to fit each configuration, andare engineered to perform effectivelyand efficiently for fleet customers. /

Before After(market)


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It may seem like the only companiesthat can get credit to buy new or

used trucks are those that don’t needit, particularly in a recovering economy.

However, by taking proactive steps,such as gathering financial statements,dusting off or completing the companybusiness plan, and improving or main-taining your company’s safety fitnessratings, there’s little reason why com-panies shouldn’t be able to get a loan,said Karen Pembroke, director of creditfor PACCAR Financial. Particularly ifthey work through a lender that under-stands trucks, fleets and the truckingindustry.

“It’s a good idea to share your com-pany’s story with your truck dealer sothat the dealer can share your goalsand needs with the lender,” Pem-broke added. “We’ve had applica-tions from companies working in theconstruction market in depressedparts of the country. And becausethey showed how they workedthrough those difficulties, their loanapplications were successful.”

Pembroke said it’s also important toshow lenders how you generate yourincome. Who do you haul for and howlong have you been hauling for yourcustomer(s)? Lenders are looking forlongevity and stability when they con-sider whether to approve loans.

Pembroke offers a list of 10 tips thatcan help fleets improve their chancesof an approval when they apply for anew or used equipment loan. Herethey are:

Step 1 – Safety Pays: Examine yoursafety assessment on the CSA web-site.

Companies that operate interstatetrucks and trailers or that are requiredby their state department of trans-portation to have a federal DOT num-ber on their trucks should examinetheir fleet’s safety assessment on theU.S. Federal Motor Carrier Safety Ad-ministration’s Compliance, Safety, Ac-countability (CSA) program:http://ai.fmcsa.dot.gov/sms.

“An unsatisfactory carrier safety rat-ing could make you too much of a

credit risk,” Pembroke explains. “If youhave a checkered safety history,lenders will wonder about your abilityto operate safely and efficiently andyour commitment to repay the loan.”

If something shows up on their safetyassessment, Pembroke recommendscompanies contact the FMCSA to de-termine how to best address the issue.This can be done through the website athttps://dataqs.fmcsa.dot.gov/login.asp.

Step 2 – Gather your most recent fi-nancial statements from this fiscal yearand from the last three fiscal years.

Some of the most important piecesof information that will help your com-pany establish whether it can borrowmoney for new equipment are its fi-nancial statements.

Best Practices


10 Steps tomake yournext truck loanapplicationeasier and lessstressful

Tidying up your compcredit

Pembrokesaid the recentdownturn inthe economy

may havewreaked havoc with

your company’s profitand loss statements. Ifthat’s the case, it may beimportant for your com-pany to go back furtherand show financial state-ments from the past sev-eral years, particularly ifthey show your companywas doing well before thedownturn in the economy,she added. If your com-pany has seen dramat-

ically improved results in thelast several months to a year, be sureto point that out. And explain how youthink those results will continue. Thekey is to have statements readily avail-able to provide to the lender.

Step 3 – Dust off your companybusiness plan and update it. If youdon’t have a business plan, considerdrafting one.

It’s important for lenders to under-stand your business, your customers,how you operate, your company’s mis-sion and future plans, Pembroke said.Your company’s business plan shouldexplain where your company operates,how it operates, how it generates in-come and from which customers.

“If most of your company’s revenuecomes from one or a handful of cus-tomers, you should explain your com-pany’s relationship with thosecustomers, and why you think thosecustomers will remain with you,” Pem-broke advised. “If your company isplanning to move into new markets inthe next several years, that should be

something included inyour company’s business plan.”

If your company doesn’t have a busi-ness plan, visit the U.S. Small BusinessAdministration’s website (www.sba.gov)for tips on how to write one. (A directlink to business plan information is:http://1.usa.gov/wOVuhw.)

Step 4 – Establish good commercialcredit references.

Establish or obtain commercial creditreferences from three or more compa-nies with whom you do business, Pem-broke said. A commercial equipmentlender or bank is the most importantsource; additional references could beyour tire dealer, diesel fuel provider,parts supplier, or anywhere your com-pany has established accounts it paysregularly. The credit references canhelp show your company as a goodcredit risk.

Step 5 – Check your company’s busi-ness credit report and score at themajor business credit bureaus. If yourcompany isn’t listed, register yourcompany with the business credit bu-reaus.

Check your company’s credit historyby requesting a report from one, twoor all three of the major business creditbureaus.

Verify the accuracy of the informationcontained in the reports. “If you seesomething that’s wrong, make note ofit and write a brief, but detailed expla-nation of the error, why you think theinformation is incorrect and how theinformation should be updated or cor-rected,” Pembroke said. “Use accu-rate dates and amounts, since thebusiness credit bureau must verify theinformation you provide with yourcreditors.”

Because business credit transactionsdon’t have to be reported, any or allthree of the business credit bureausmay not have a report for your com-pany. See the sidebar on the differ-

ences between personal and businesscredit, how credit transactions are re-ported differently and how to establisha business credit report.

Step 6 – Actively manage your com-pany’s debt.

If your company is current with all ofits creditors, congratulations. Sincepayment history contributes signifi-cantly to its financial score calculation,staying current with bills is the bestthing you can do to keep your com-pany’s score higher, Pembrokesaid. If your company has anydelinquent payments on itsrecord, it’s vital to getcurrent and stay cur-rent with pay-ments.

“The

longeryour company

pays its bills on time after beinglate, the higher its credit score will

rise,” she added.Step 7 – Create a list or flow chart of

your company’s corporate structure.To help lenders understand your

company’s organizational structure,create a flow chart that explains who isresponsible for what at your company.Does your company have a CFO, fleetmanager or vice president of opera-tions? If so, does your fleet managerreport directly to your vice president ofoperations, or to the CFO? Or as theowner of the company, do you act asthe company’s fleet manager, CFO andoperations executive? Lenders willwant to know who is ultimately respon-sible for your company’s equipmentand who holds them accountable.Keep the flow chart current so that youdon’t have to create a new one eachtime you are applying for a loan.

Step 8 – Draw up a fleet description,listing the number and type of trucksand trailers your company currentlyoperates and how they are used.

In that description, it’s also importantto explain how the new or used equip-ment acquired with your loan will be


any’s

used. Will your company be able togo after new or more business withthe new equipment; or is your com-pany replacing older units? If so, ex-plain why and whether or not youexpect any improvements in driversatisfaction, efficiency or payload, orreductions in expenses with the newequipment.

Step 9 – When financing your trucks,diversify your resources by using acaptive lender that truly understandstrucks and the trucking industry.

By using a captive lender that’slinked at the hip with the truck man-ufacturer and truly understandstrucks and the trucking industry, likePACCAR Financial, truck operatorsdon’t have to explain the necessityfor certain equipment on theirtrucks, Pembroke said. For example,a heavy hauler may need expensiveequipment like higher horsepowerengines, auxiliary transmissions orfully locking rear differentials thatraise the cost of their trucks, butmake them more efficient in generat-ing revenue.

Using captive lenders also helps com-panies diversify their source of loans, al-lowing them to reserve lines of credit atthe bank for operational needs, sheadded.

“By using a captive lender that under-stands trucks and the trucking industry,you’re setting your company up for amore successful lending experience,”Pembroke added. “For example, sincePACCAR Financial understands howsome trucking operators, like agricul-tural product haulers or loggers, havecyclical businesses dependent onthings like the weather, PFC can offerpayment options better suited for theirbusinesses.”

Step 10 – Be prepared to make adown payment, depending on theextent and quality of your past credithistory.

Pembroke said lenders are still look-ing for loan applicants who have anappropriate amount of “skin in thegame” by asking for a down payment.

Applying for state and federalgrants, like those available from theCalifornia Air Resources Board, canhelp you pay for new equipment with

technology to reduce emissions andto run more fuel-efficiently, Pembrokesaid.

While having those grants when youapply for your company’s loan canmake your company’s loan applicationmore attractive to a lender, be careful,Pembroke advises. For example, don’tcount on the grants alone to automati-cally qualify you.

“They want to know that the com-pany borrowing the money has a

vested interest in the equipment,” shesaid.

“By utilizing lenders who understandtrucks and the trucking industry, tidyingup your company’s safety fitness rating,and getting your company’s businessplan and financial statements together,you’re placing your company in agood position to qualify for a loan,”Pembroke said. “Plus, following thesetips will most likely make the loanprocess less stressful.”/


Best Practices

Be aware of the differences in business credit reporting and personal credit reporting

Trade or business credit, which is not reported the same way as per-sonal credit, often refers to transactions involving a business issuing an-other business credit.

Business credit bureaus gather information about trade credit transac-tions to create a business credit report using the business’ name, ad-dress and federal tax identification number (FIN), also known as anemployer identification number (EIN). Business credit scores range on ascale from 0 to 100, instead of the 300 to 850 range used in personalcredit ratings. As with personal credit scores, the higher the businesscredit score, the better the company’s credit rating.

In many cases, lenders will rely on a company’s business credit reportto determine if they want to grant a company credit, and how muchcredit they’ll give.

Because information provided to the business credit bureaus is sent involuntarily—businesses are not required to send it in—the credit bu-reaus may never receive all or even any information about a company’sbusiness credit transactions. So, establishing a business or trade creditreport for your company at one or all three of the business credit bu-reaus would be a good idea.

To check your company’s credit report or to establish a report at one orall three major business credit bureaus lenders commonly use, visit theirwebsites:

• Experian Business: www.experian.com/small-business/small-business-credit.jsp

• Equifax Business: www.equifax.com/business/en_us • Dun & Bradstreet (D&B): smallbusiness.dnb.com


Truck Products

Double Coin Tires and ChinaManufacturers Alliance (CMA) intro-duced the new RSD3 ultra premium drive position tire optimized for severewinter driving conditions, which the company said features an open shoul-der and proven design for excellent traction and added cleaning ability. Thezigzag siping increases traction and performance on all road surfaces andconditions.

The RSD3 is the seventh tire model in Double Coin’s TBR mixed servicecategory. Current sizes include 11R22.5, 295/80R22.5 and 315/80R22.5,with development of additional sizes slated for 2013, the tire maker said.

CMA www.doublecoin-us.com Rapid Response: 800-930-7204 ext. 45151 www.FERapidResponse.com/45151

CMA addsDoubleCoin ultra premiumdrive position tirefor winter

Companies team to announce integratedTPMS, telematics solutions

PressurePro has announced an integration with Concirrus Ltd., a providerof telemetry and M2M solutions, and CMS SupaTrak, one of the U.K.’s lead-ing providers of vehicle tracking and fleet management solutions. Bothcompanies will integrate PressurePro’s tire pressure information into theirsolutions.

According to PressurePro, the new EcoTyre solution from CMS SupaTrakis comprised of PressurePro’s sensors, which are fitted to the vehicle’s tires,measuring their pressure and temperature in real time. This data is thentransmitted and recorded by the CMS SupaTrak’s EcoTrak telematics solu-tion integrated with PressurePro technology. Drivers are then able to viewthe live data using an in-vehicle display unit; fleet managers can access thedata through the EcoTrak web-based reporting suite.

Adding to the safety benefits of the EcoTyre system, alerts can be sent toboth the driver and relevant managers if there is an incidence of over- or un-derinflation. These alerts will be shown on the display unit, and also can besent by text message or email, the company added. /

Advantage PressurePro LLCwww.pressurepro.usRapid Response: 800-930-7204 ext. 45152 www.FERapidResponse.com/45152



Shop Equipment

Shure Manufacturing Corp. offers new lockers

Shure has intro-duced two newlockers, its ComboCart Locker and OilWaste EquipmentLocker, which thecompany saidallow for much-needed storagespace.

According to themaker, the lockersoffer the followingfeatures:

• Lower lockerwith one lockingswing-out door

• Upper storageenclosures withlockable swing-out door

• Leg levelers• Choose from 22 signature powder coat paint

colors /Shure Manufacturing Corp.www.shureusa.comRapid Response: 800-930-7204 ext. 45162 www.FERapidResponse.com/45162

Coxreels introduces new compact vacuum reelCoxreels said it is expanding its vacuum reel selection with the newly introduced commercial duty V-117-850 vacuum

reel. According to the company, it is designed to extract unwanted particles and by-products from the work place. This di-rect hand crank reel handles up to 50 ft. of 1-1/2-in. standard vacuum hose with bullet cuffs, making it the ideal solution forany general maintenance and vacuum operations, including commercial vacuum systems, construction sites, plant floors, ma-chine shops, wood shops and more.

The V-117-850 features a solid one-piece steel U-shaped frame and open drum design and a direct connect port, no thread, for fast andconvenient vacuum hose installation. This modelis lightweight, compact and has CNC roboticallyspun and ribbed discs with rolled edges forgreater safety, strength and durability. This state ofthe art, chip-resistant and rust inhibiting CPCpowder coated reel mounts to any horizontal orvertical flat surface and maintains the durabilityand superiority found in every Coxreels product,the maker added.

Coxreels www.coxreels.comRapid Response: 800-930-7204 ext. 45161 www.FERapidResponse.com/45161


Thermo King has introduced the new S-600M, which the company said features a completely new diesel directelectric (DDE) architecture that drives optimum efficiencies and helps lower the overall cost of ownership for food dis-tributors.

According to Thermo King, it collaborated with PSA Peugeot Citroen to develop a diesel engine for the S-600M thatmeets the most stringent requirements of the Environmental Protection Agency’s (EPA) Tier IV Final regulations. Theengine features emission technologies that exclude the use of a diesel particulate filter in meeting the requirements ofthe EPA regulations. The S-600M is designed to meet both EPA and California Air Resources Board requirements inthe greater-than-25 HP category, which include a reduction of 90% in particulate matter and 30% in nitrogen oxidefrom the interim standards that have been in effect since 2008.

The Precedent platform with DDE architecture offers multi-temperature customers flexibility in unit configuration. Customers can now order all Precedent multi-temperature models with Thermo King Smart Power, which allows the units to be operated off electrical power in stationary applications, the maker said. Smart Powerwill be available in both standard and high output versions. Thermo King also offers a Smart Power Prep Kit to meet the needs of customers who are consideringshore power operation at their distribution centers, but have not yet invested in the infrastructure to support shore power operation. The kit enables customers to up-grade a Precedent unit to shore power operation in the field post-purchase.

The DDE engine architecture features the Thermo King X-430 compressor, which the company said is directly coupled to the diesel engine. A small generator sup-plies power to the condenser and evaporator assemblies, the company added. Thermo King said it will offer the Precedent S-600M beginning in the third quarter of2013. The existing multi-temperature Spectrum series of solutions also will be available for customers who wish to slowly transition into the new platform.

Thermo King www.thermoking.com Rapid Response: 800-930-7204 ext. 45159 www.FERapidResponse.com/45159

Thermo King launches environmentally sensitive trailer reefer

Trailers BodiesRapid Response: 800-930-7204 ext. 45035

Carrier improves performance,reliability with Supra 60-seriestruck units

Carrier Transicold said its new Supra 60-seriestruck refrigeration units feature improved refrigera-tion performance, enhanced reliability and compli-ance with 2013 emissions requirements from theU.S. Environmental Protection Agency.

According to the company, the new Supra 60-series comprises five single-tem-perature models—the Supra 560, 660, 760, 860 and 960—covering the fullspectrum of straight truck refrigeration needs, with refrigeration capacities up to32,000 BTU (at 35˚ F) for the Supra 960.

The maker said the 60-series’ improvements include:• Optimized standby systems, resulting in significant refrigeration capacity im-

provements for most models and the highest electric standby capacities amongtruck refrigeration systems available in North America.

• High-performance, maintenance-free integrated fan/motor assemblies withan expected 10,000+ hour motor life.

• A maintenance-saving Extended Service Interval oil system with a 1,500-hour service period.

• Various drive system enhancements for better performance and reliability.• Improvements to the electrical system, such as the use of sonic welds and

elimination of splice points for fewer connections and increased reliability.Carrier said the engines are certified to the EPA Tier 4 standard for non-road

engines of less than 25 HP, which for 2013 adds a not-to-exceed (NTE) require-ment. The NTE standard requires that engines not exceed maximum allowableemissions regardless of how they operate, including factors such as altitude andambient temperature. /

Carrier Transicold www.trucktrailer.carrier.comRapid Response: 800-930-7204 ext. 45160 www.FERapidResponse.com/45160


Classifieds

NO Steel BallsNO Sands or OilsNO Prebalancing

www.BalanceMasters.com

Easily installs on truck driveshafts, wheel assemblies & engines

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

For Fleet Pricing Contactyour local dealer or

Sun-Tech Innovations

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Rapid Response: 800-930-720 ext. 45202www.FERapidResponse.com/45202

Pony – A workhorse thatredefined mobile truck washing.Available in two power versions;Battery only for indoor oroutdoor use; Hybriddiesel/electric drive for 24/7workdays, the Pony provides acomfortable ride-on cab toimprove operator productivity.Truck, bus and light railcarwashing made easy.

• Top-of-the-line EZ Drivesystem makes the machinewash even faster and seemfeather light

• Washes up to 30 buses ortrailers on just one charge,more than any competitor,guaranteed

• Quiet: the first & only 100%battery operated truck & buswash machine

• Emission-free for indoor oroutdoor operation

Bitimec USA 15 E. Putnam Av. (#290) - Greenwich - CT 06830-5424 USA

Tel. 203.637.1900 - Fax 203.698.3322

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

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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

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Classifieds

(Act of August 12, 1970; Section 3685. Title39. United States Code.)

FLEET EQUIPMENT is published monthly at3550 Embassy Parkway, Akron, Ohio 44333.Headquarters and general business offices arealso at 3550 Embassy Parkway, Akron, Ohio44333.Publication No. 0747-2544.

The publisher of FLEET EQUIPMENT is DavidMoniz, the editor is Carol Birkland and the man-aging editor is Denise Koeth. The staff is locatedat 3550 Embassy Parkway, Akron, Ohio 44333.

FLEET EQUIPMENT is owned by William E.Babcox, Babcox Media, Inc., 3550 EmbassyPkwy., Akron, OH 44333.

Known Bondholders, Mortgagees, and OtherSecurity Holders Owning or Holding 1 Percentor More of Total Amount of Bonds, Mortgages,or Other Securities: None.Issue date for Circulation Data Below: August 2012.Extent and nature of circulation is:

Average no. copies each Actual no. copies ofissue during single issue

preceding 12 months nearest to filing date

A. Total Number of Copies . . . . . . . . . . . . . . . . . .55,061 . . . . . . . . . . . . . .53,412B. Paid and/or Requested Distribution 1. Individual Paid/Requested Mail

Subscriptions Stated on Form 3541 . . . . . . . . .53,622 . . . . . . . . . . . . . .47,707C. Total Paid and/or Requested

Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . .53,622 . . . . . . . . . . . . . .47,707D. Nonrequested Distribution 1. Nonrequested Copies Stated

on PS Form 3541 . . . . . . . . . . . . . . . . . . . . . . . .957 . . . . . . . . . . . . . . . .5,2984. Nonrequested Copies Distributed

Outside the Mail . . . . . . . . . . . . . . . . . . . . . . . . .127 . . . . . . . . . . . . . . . . .52E. Total Nonrequested Distribution . . . . . . . . . . . .1,084 . . . . . . . . . . . . . . .5,350F. Total Distribution . . . . . . . . . . . . . . . . . . . . . . . .54,706 . . . . . . . . . . . . . .53,057G. Copies not Distributed . . . . . . . . . . . . . . . . . . . .355 . . . . . . . . . . . . . . . . .355H. Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55,061 . . . . . . . . . . . . . .53,412I. Percent Paid and/or Requested

Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98.0% . . . . . . . . . . . . . . .89.9%

I certify that the statements made by me above are correct and complete.Pat Robinson, Circulation Manager September 30, 2012

Statement of Ownership, Management and CirculationRa

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39

It was recently announced that 40 SmartWay Partners were awarded thisyear’s Excellence Award, which represents fewer than 1% of SmartWay Part-ners. All of these organizations are top performers in reducing freight trans-portation emissions through technological innovation — and are setting anddemonstrating that it is possible to move more goods, more miles withlower emissions, less energy and at a lower cost.

This Year’s Excellence Award recipients are:


• Equipment TechnologyNG-powered vehicles

• Before & After(market)Idling reduction systems

• Aftermarket InsightsCoolant options

FLEET EQUIPMENT (ISSN 0747-2544)(December 2012, Volume 38, Number 12): Pub-lished monthly by Babcox Media, 3550 EmbassyParkway, Akron, OH 44333 U.S.A. Phone (330)670-1234, FAX (330) 670-0874. Periodical postagepaid at Akron, OH 44333 and additional mailingoffices. POSTMASTER: Send address changes to FleetEquipment, 3550 Embassy Pkwy, Akron, OH44333. A limited number of complimentary sub-scriptions are available to individuals whomeet the qualification requirements. Call (330)670-1234, ext. 288, to speak to a subscriptionservices representative or FAX us at (330)670-5335. Paid Subscriptions are available fornon-qualified subscribers at the followingrates: U.S.: $69 for one year. Canada: $89 forone year. Canadian rates include GST. Ohioresidents add current county sales tax. Otherforeign rates/via airmail: $129 for one year.Payable in advance in U.S. funds. Mail pay-ment to Fleet Equipment, P.O. Box 75692,Cleveland, OH 44101-4755. VISA, MasterCardor American Express accepted.Founded in 1974. © 2012 by Babcox Media,“Fleet Equipment” is a trademark of BabcoxMedia Inc., registered with the U.S. Patent andTrademark office. All rights reserved. Publisherreserves the right to reject any subscription thatdoes not conform to his standards or buyingpower coverage. Advertising which is belowstandard is refused. Opinions in signed articlesand advertisements are not necessarily those ofthis magazine or its publisher. Diligent effort ismade to ensure the integrity of every statement.Unsolicited manuscripts must be accompaniedby return postage.

Proud Members of:

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JanuaryComing in

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

PostScript

40 SmartWay Partners earn award

Truck CarriersAir Ground Xpress Inc. C.R. England Inc. Celadon Trucking Services Inc. Dart Transit Co.Dibble Trucking Inc.Doug Andrus Distributing LLCDuncan and Son Lines Inc.Dupre’ Logistics LLCFedEx Ground Package SystemInc.Frito-LayHeartland Express Inc. of IowaJBS Carriers Inc.Jules Savard Inc.Knight Transportation Inc.Lake Enterprises Ltd.Lone Star Transportation LLC.May Trucking Co. Mesilla Valley Transportation New Century Transportation Inc.Orlicks Inc. Pacific 9 Transportation Inc. Palletized Trucking Inc.Poland Spring Bottling Polaris Transport Carriers Inc. Prime Inc. Ruan Transportation Management

Systems Southern Refrigerated TransportInc. Swift Transportation Walgreen OshKosh Inc.

Multimodal CarriersJ.B. Hunt Transport Inc. Schneider National Inc.White Arrow LLC

Shippers & Logistics CompaniesBest Buy Co.HPLowe’s Companies Inc.IKEA Distribution Services NASC Johnson and Son Inc.Sears Logistics Services Inc.Foremost Farms USASharp Freight Systems Inc.

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