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For truck owners in construction, mixer, and
municipal vocations, efficient performance of their vehicles is a top
priority. With diesel fuel prices reaching all-time highs ($2.41 per
gallon average in July); owners are increasingly looking for ways to
maintain a healthy bottom line on operating expenses.
There are several things that truck owners can
keep in mind to combat the rising fuel costs for their trucks. Perhaps
one of the biggest keys to operating efficiently is having the correct
engine for the truck’s use. Many owners have engines that are too large
or too small for the truck’s actual needs. Having an engine that is too
large adds unnecessary weight, upfront cost, and can burn more fuel,
under working the engine. An engine that is too small for the job will
be overworked, operating at inefficiently high speeds and causing
premature wear. As many owners know, those excessive costs can add up
over the course of time. Good truck dealerships will help customers spec
the right truck and components — including the engine that fits the
sweet spot of the application.
Engines
Within an engine family, selecting the right
rating also has an impact on fuel economy. Typically, if more power is
available, the driver will use it, consuming more fuel. The flip side of
course, is assuring that enough power is available to accomplish the
mission. If lack of power is hurting worker/vehicle productivity, the
savings in fuel economy isn’t going to be sufficient compensation.
Another consideration is lower speed ratings,
sometimes referred to as high torque ratings because they offer higher
torque than the high-speed ratings but the same horsepower. Because
lower speeds translate directly to less internal friction, the high
torque ratings can deliver savings in fuel economy of up to 8% over a
standard torque rating.
The proper maintenance of engines also is
essential. Regular check-ups and maintenance of the filters can help
enhance engine performance and efficiency. Technological advances in
today’s engines are providing truck owners with more efficiency as well.
Fuel injection systems are being designed to adjust timing pre- and
post-combustion to burn fuel more completely for better fuel efficiency.
As a result, less fuel is wasted, which also results in fewer emissions.
Engines today can reduce emissions without compromising the performance
and durability of the trucks.
Incorporating the engine with the truck through
an electrical system helps streamline how the engine and truck work
together. For example, a dump truck that uses a multiplexed system can
set the engine at the right RPM when the dump body is engaged. This
reduces the amount the engine needs to rev and results in a smoother
operation — the proverbial sweet spot of equipment operations.
Other new engineering features on engines
include low-friction coatings on pistons to help them run more smoothly
and the use of durable, lighter-weight materials that reduce overall
engine weight.
Transmission
With most driving routes, a manual transmission
is most fuel-efficient, because the engine is locked in every gear. But
there are now innovations for automatic transmissions that can provide
improved fuel efficiency. One transmission manufacturer offers a shift
management feature that upshifts higher and quicker, resulting in better
engine operations.
Tires
It’s no secret that having properly inflated
tires influences fuel efficiency, but there are even new technologies
with the wheels that include hub-piloted wheels that are self-lubricated
and provide lower friction for increased fuel economy. Tires are also
being manufactured with lighter-weight materials to help contribute to
the overall reduction of truck weight. The proper alignment of tires on
the truck is a major contributor to fuel efficiency.
Truck design
Many heavy trucks have more of a classic look to
the hood with a square design. Truck manufacturers also offer a more
aerodynamic design to help improve fuel efficiency. Not only does the
design assist with rock-chip resistance, an aerodynamic slope of the
hood and windshield can add up to 3% fuel efficiency to a truck’s
performance. For owners of one truck or several, when the wind whips
through the tough, mountainous roads, chances are they’ll want the extra
advantage of having a powerful truck with a design that will slice
through that wind a little easier, especially with a heavy load.
Because of the rugged nature of trucks in these
vocations, the steel cab design can’t necessarily be compromised with a
lighter weight material such as an aluminum cab, as is the case with
some other truck applications.
Driver performance
In addition to the engine performance, one of
the biggest factors in having a fuel-efficient truck or fleet of trucks
is driver performance. Obviously, jackrabbit starts, late braking, and
extended idling can deteriorate the fuel efficiency of a truck.
According to research from International Truck and Engine, an average
truck consumes up to 1,800 gallons of fuel while idling each year. At
the July price of $2.41 per gallon of diesel, that’s more that $4,300
spent on idling.
For owners that have a fleet of trucks, it can
be nearly impossible to monitor how their drivers are performing once
they hit the road. With an integrated telematics solution, truck owners
can just log on to the Internet, enter their password, and visit a Web
site that will show them the real-time location of their fleet and how
the trucks are performing. This is useful to help drivers be more
efficient with their driving skills (including reducing idling time) and
for owners to help streamline routing. For example, a municipal fleet
that has to plow an entire city after a snowstorm can be tracked in
real-time to see their exact location, a breadcrumb trail of where
they’ve been and even if the plows and salt spreaders are engaged. A
fleet manager can review this information and radio to truck drivers to
change routes immediately or review the process for next time to make
sure that the trucks are driving the most efficient route possible given
the traffic patterns, time of day, and weather conditions.
Since the engine is electronically integrated
into the telematics system, diagnostics such as engine temperature, oil
pressure, RPMs, and other maintenance issues can be remotely monitored.
A maintenance manager can identify inefficiencies with the engine right
away and schedule the truck for service improvements before it stays on
the road operating inefficiently and potentially causing a longer term
problem.
Whether it is new technology or good
old-fashioned common sense, truck owners in the severe service vocation
have a number of options to maximize the fuel efficiency of their
trucks.
Nick Matich represents
International
Truck and Engine Corporation.
International
Truck & Engine
Severe-duty truck debuts
 International’s
new 7700 line of severe service trucks debuted last spring. The new line
offers users a step beyond the 7600 series with new options that
specifically target bridge-formula mixer, dump, super dump, and block
hauler applications. The company says the three-model series combines
the style and drivability of its 7600 line with the chassis strength and
packaging of its 5000i.
The new truck’s features include liberal use of
chrome and a new front taper leaf-spring suspension system that delivers
a smooth ride under load or empty, according to
International.
To maximize payload, two 7700 models feature a
new front-bumper-to-axle setting of 29.1 inches and a frame system that
optimizes payload weights for states that follow bridge formula limits.
The company says the frame system for all three models uses a single
12.25-inch frame that is 400 pounds lighter than many double 10-inch
frames, enhancing payload potential.
The standard drive train for the 7700 series is
a 305-horsepower engine with a 1,150-pound-foot torque rating, and a
10-speed overdrive transmission. Options include a 470-horsepower
engine.
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Sterling
Updated construction trucks
 Sterling
announced several updates to its line of construction trucks last March
to enhance their usage for applications like mixers, dump bodies, and
cranes. Included in the updates was a full range of proprietary front
and rear axles. The front axles are designed to save up to 28 pounds of
weight, and reduce service by supporting kingpins with needle bearings
instead of bushings so they roll instead of rub when the axle is being
steered.
Sterling’s standard warranty covers the entire axle, including
bearings and kingpins. The rear axles save up to 128 pounds in weight
and feature precision cut gears to enhance torque.
Other new features include the availability of
the Mercedes-Benz MBE 4000 engine with rear engine power take-off, and
an enhanced 12,000-pound taper leaf front suspension.
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Trail King
Two versatile trailers
 Trail
King says its Live Bottom trailer is versatile enough to handle a wide
variety of aggregates, and it is also well suited to asphalt paving
applications. The 60-degree slope of its walls reduces mix segregation
during transport, and the smooth, horizontal delivery of mix into the
paver results in fewer jolts than might occur when asphalt slides into
the hopper from an end-dump trailer, according to the company.
Trail King
also touts its Ultra Lite Bottom Dump trailer for on-highway
applications when maximum payloads are important. The high capacity
trailer uses high-psi, high-strength steel components and a new design
to weigh in at 9,900 pounds. It features a 12-foot gate and 60- by
106-inch hopper opening, and nearly vertical hopper walls for complete
dumping of sticky materials.
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Western Star
Three premium construction models
Western Star brings three models to the
construction truck market. The 4900 SA features a set-back configuration
for maneuverability and increased body load to the front axle. It can be
ordered with either a high-visibility hood or a non-sloping hood for
larger radiators.
The set-forward 4900 FA is designed for optimum
weight transfer on the road. It has a special 29-inch axle position on
the 123-inch BBC for Bridge Formula applications.
The 4900 EX is the flagship model, featuring
set-back front axle, extended 132-inch BBC and a 33-inch axle position.
It offers more than 8,000 options.
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Henderson
New Munibody configurations
Henderson introduced several new configurations
in June for its Munibody combination dump and spreader body. In addition
to its traditional front-side and rear discharge spreader
configurations, Munibody is now also available in front-center or rear
discharge formats. Both of the new configurations feature a reversible
conveyor, and the front-side discharge version is available with either
a cross-auger or cross-conveyor to deliver material to the spinners on
either side of the body.
Newly available with the front-center and
front-side discharge options is a new asphalt style body configuration
designed to interact smoothly with paving machinery, even at a 50-degree
dump angle.
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Eaton Roadranger
Five new rollouts
Eaton rolled out five new components for heavy
trucks last June, led by the new Fuller UltraShift LHP (Linehaul High
Performance) transmission. Designed for application requiring superior
low-end and high-end performance, the new model handles varying terrain
and load conditions.
Also new from Eaton: an UltraShift HV (Highway
Value) medium-duty transmission, a new Dana Spicer D-2000F steer axle
series for vocational trucks, a new Dana Spicer S21-170DE drive axle
system for improved fuel economy, and the Dana Spicer LMS hub system to
compliment the D-2000 steer axle series.
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Volvo Trucks
High-powered heavy hauler
 Volvo
Trucks rolled out a new day cab truck for the heavy hauler vocations
last summer. The new VT 800 comes standard with the most powerful engine
in the industry, the Volvo D16, which can be ordered with up to 625
horsepower and 2,250-pounds-foot of torque. Along with its aggressive
styling, the new truck uses a set-forward front axle to achieve a smooth
stable ride; the company says that by setting the cab back 8 inches they
have isolated the driver from the engine for enhanced comfort. Standard
features include Volvo’s proprietary torque management system which
controls the amount of torque delivered to the driveline in any gear.
Volvo says
this technology makes it possible to specify a lighter rear axle and
suspension combination than might otherwise be required.
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Kenworth
Four new Class 8s
Kenworth has introduced four new Class 8 trucks,
including the T800 which is aimed at the construction and aggregates
markets. The company touts multiplexed electronic instrumentation,
world-class fit and finish, and increased driver comfort as the hallmark
of the new trucks. Some 25 new standard features have been added to the
vehicles, many of which used to be options. A new front engine power
take-off option is now available on the short-hood T800 for applications
like snow plows and transit mixers.
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Heil
Custom tub dump bodies
 Heil
recently introduced its HPTB Tub dump body, touting its excellent
payload-to-weight ratio, strength, durability, and stability. The new
addition to the company’s broad line of dump bodies uses high-tensile
steels, a subframe without cross members, and a body sidewall without
extra bracing to save weight without sacrificing strength. It also
employs a curved body shell and rounded floor for a low center of
gravity and a clean discharge of loads.
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Crysteel
Super dump body
 Crysteel
says the air-suspension trailing axle on its Profit Maximizer Super Dump
helps it achieve great capacity and excellent stability and does not
interfere with dumping operations.
Also featured is Crysteel’s patented Hydraulic
Tailgate, which is said to extend a normal tailgate by 15 inches,
allowing up to 6 feet of clearance when dumping.
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Hendrickson
New suspension configurations
 Hendrickson
has announced two new configurations of its Haulmaax suspension system.
The walking-beam-style rubber suspension is now available in a 72.5-inch
axle-spacing option to meet the needs of ready mix contractors, and in a
tall ride height for 6-by-6 applications. The company says its Haulmaax
suspensions allow operators to carry hundreds more pounds of payload
than other choices in the 40,000 to 46,000 pound capacity class.
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Landoll
Easy loader
 Landoll’s
400 series trailers have a four-beam design with wider main beams for
greater stability. They offer tandem- or triple-axle formats, and 25-,
35-, or 50-ton capacities. Lengths range from 41 to 50 feet (53 feet in
California).
Landoll says the 400 Series design features a
very soft upper deck transition slope for loading low-clearance
equipment.
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Mack
Axle-back option offered
 Mack
has introduced an axle-back version of its Class 8 Granite truck to help
haulers in some states and provinces carry higher payloads.
Mack says that
in Canada and some states, laws governing roadway use allow trucks with
front axles set back to carry more payload. In addition, the set-back
axle shortens the wheel base, making it easier to move around tight job
sites.
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Freightliner
Vocational truck debuts
Freightliner announced a new vocational truck
last spring. The new Business Class M2 112V is a Class 8 truck
engineered specifically for applications such as construction, transit
mixers, snow plowing, and utility service, according to the company.
Standard features include a front engine power take-off, and integral
front frame extensions to provide a solid mounting point for hydraulic
pumps, winches, front stabilizers, and snow plows.
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Advanced Metalworking
Light machinery hauler
Advance Metalworking has engineered a new
12,000-pound-capacity Lo Riser Inclining Platform Trailer for moving
compact equipment quickly by light truck. Its 74-inch-wide, 14-foot,
8-inch long load-carrying platform can be hydraulically lowered to
ground height for loading and unloading via a built-in ramp. It features
a combination of hydraulic and rubber suspension, and electric brakes on
both axles.
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Transcraft
Increased trailer strength
Since introducing the D-Eagle Drop Deck trailer
in 2000, Transcraft has used a continuous improvement process to
increase its strength and enhance its styling. The unit now sports a
more efficient reinforced floor section and a continuous side rail, and
the new design eliminates bolted connection in the lower deck. The
trailers come in standard 48- and 53-foot lengths, with other lengths
available on request. The D-Eagle accomplishes weight reduction by
combining steel and aluminum construction; a 48-foot, 102-inch-wide unit
with 121-inch, air-ride spread configuration and standard options is
said to weigh about 9,670 pounds.
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Trail-Eze
Full-featured machine hauler
 Trail-Eze
says it packs its 100,000-pound Detachable Gooseneck trailer with
features that are optional on other trailers.
The 48-foot, 6-inch unit has a 22-foot main deck
and features three 22,500-pound axles with spacing of 50 to 60 inches,
22.5 radial tires, auto-slack adjusters and air suspension, and wheel
bolsters. The trailer also has a front loading ramp, 10 tie-downs on the
main bed, and heavy-duty outrigger side extensions.
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Rogers Brothers
Hauls paving equipment
 Rogers
Brothers’ two-model Blacktop Series allows contractors to haul multiple
pieces of paving equipment. The Gentle Riser design has a 16-degree
angle of incline for safe access from the deck to the rear frame; it is
available in 35- to 60-ton capacities with deck lengths from 22- to
28-feet long and from 8.5- to 10-feet wide.
The Sloper design features a continuous 5-degree
sloping deck for easy loading. The extra-long deck has a rear extension
so it can haul two machines in a single move. It is available in
capacities up to 40 tons.
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Eaton
A good look back
 Eaton’s
new VORAD BackSpotter rear-object detection system warns drivers that
they are approaching an object behind the vehicle when they are in
reverse.
It uses radar technology to detect objects even
under poor visibility conditions. The system is designed for use with
medium-duty trucks.
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Reprinted from Better Roads Magazine
October 2005 |
