Happy New Year

Scania Timber Truck Turning

Merry Christmas from North Bay Truck Center

Volvo Trucks - How 72,000 heavy-duty engines a year are manufactured - Trucks' Anatomy E02

Volvo Trucks - Increased safety on slippery roads with Volvo Trucks' Str

Cleaning Up with Natural Gas

Telematics and GPS Technology - What Are You Tracking?

The Collins English Dictionary describes telematics as, "the branch of science concerned with the use of technological devices to transmit information over long distances."

It is a rather broad description, but clearly explains the basics of what telematics were designed to do.

GPS technology is seeking to take things a step farther.

The question is, how will telematics and GPS technology continue to benefit both business and the consumer?

Telematics and Business:

According to PC Mag, "GPS navigation, integrated hands-free cellphones, wireless communications and automatic driving assistance systems all come under the telematics umbrella."

Vehicles offering services like, OnStar or Sync, are equipped with telematics.

For companies like Ford and General Motor's, telematic features are huge selling points for their consumers.

For fleet management companies needing a vehicle location service, telematics are a cost-effective and discrete option.

GPS technology uses telematics to allow a company to not only track vehicle location, but monitor speed, create maintenance alerts, and more efficiently dispatch their fleet of vehicles from one location to the next.

A GPS tracking system such as the L2000 or the X4000 provide businesses with the ability to access valuable data important to managing driver behaviors such as: engine idling, speeding, using company vehicle for personal use, and not taking the most mileage affective routes.

All these types of behaviors cost businesses money on fuel consumption, insurance, and maintenance expenses.

Using telematics and GPS technology can improve these behaviors, while increasing benefits to consumers.

Telematics and the Consumer:

Businesses that use telematics, GPS navigation or a vehicle location service, are gathering information about how their drivers are behaving on the road and how it affects consumer safety.

With a GPS vehicle tracking device in place, drivers begin to pay more attention to posted speed signs.

This benefits consumers as there is less worry of drivers speeding to meet response or delivery times.

Drivers using company mandated GPS technology make sure to turn their vehicles off when parked, preventing engine idling.

This gives consumers peace of mind knowing their air quality isn't being further polluted by drivers simply waiting to go to or do their job.

Drivers are checking route information for the option that provides the best mileage to reduce fuel consumption and engine wear and tear.

Dispatchers are able to dispatch vehicles to locations in a more timely manner by knowing the closet vehicle to a call location.

Consumers are less likely to have a negative customer service experience with your company due to a driver becoming lost or late, when using telematics or other GPS technology.

Vehicle location is only a small part of telematics.

GPS technology does more than just provide mapping information.

When it comes to GPS navigation, GPSTracking.com has a custom solution for any type of business looking to track a fleet or protect an asset.

 By L A Turner

L.A. Turner is the GPS Press Contact for GPSTrackit dot com. With a passion for news, safety, and all things green she is bringing the internet news about GPS tracking, vehicle location, asset monitoring and protection and more.



Looking to improve driver accountability among your fleet? View your solutions here.

Article Source: http://EzineArticles.com/?expert=L_A_Turner

Tire Safety Video

Inside Cummins: This is Cummins

An overview of Cummins. Founded in 1919 in Columbus, Indiana, Cummins Inc., a global power leader, is a corporation of complementary business units that design, manufacture, distribute and service engines and related technologies, including fuel systems, controls, air handling, filtration, emission solutions and electrical power generation systems. Cummins employs approximately 44,000 people worldwide and serves customers in approximately 190 countries and territories through a network of more than 600 company-owned and independent distributor locations and approximately 6,500 dealer locations.

   

Melrose Park - International Trail Magazine

Volvo Trucks - Demonstration of the unique technology Volvo Dynamic Steering

Happy Thanksgiving from North Bay Truck Center

Flatbed Load Security, Tarping a Load

Cabovers Gain Popularity in Medium-Duty Truck Fleets

Although ubiquitous across the globe, the cabover engine (COE) truck — so named because the passenger cabin literally sits on top of the engine compartment — is a relative niche player in the U.S., where conventional cabs own the lion’s share of the Class 4 to 7 medium-duty truck market.
Yet the COE (also called cabover) has become increasingly popular in recent years for a growing number of fleet applications, including urban delivery, lawn maintenance, pest control, and other jobs. In these applications, the cabover’s signature “flat nose” and wide windshield make it easier — and often safer — for drivers to maneuver in tight city and residential areas.

How do cabovers and conventional cabs compare? When choosing between the two types of trucks for specific applications, what should fleet managers consider?
Review these six comparison points:

1. Increased Maneuverability
The primary reason for choosing a cabover is maneuverability, according to Mark Sugar, manager truck engineering for PHH Arval, a fleet management services provider in the U.S. and Canada.
“In highly-populated, urban geographic areas the cabover is the best option for navigating traffic-filled, narrow and challenging streets,” he said.

Ken Gillies, truck ordering and engineering leader for GE Capital Fleet Services, a global fleet management company based in Eden Prairie, Minn., agreed, but with a caveat.

“Where a customer is operating in tight streets, the cabover can be very beneficial,” Gillies said. “But, many of the newer conventional cabs have very short front bumper to back of cab (BBC) lengths, although not as short as a cabover, and may offer the required maneuverability while still allowing a fleet the advantages of a conventional cab.”

Fleet decisions makers must ensure there is a balance. “While considering the benefits of a cabover vs. a conventional configuration, decision makers should balance the visibility and maneuverability of the cabover against the traditional benefits of the conventional cab configuration,” said Rob Baran, manager of fleet services for ARI.

Advantage: Cabover.
2. More Engine Power Options
One of the advantages of conventional cabs that Gillies referred to is a wider range of diesel engine power ratings to choose from, which enables the fleet manager to more precisely match the truck’s capabilities with the job.

As a frame of reference, Kenworth builds both cabovers (K270 and K370 models) and conventional cabs (T270 and T370 models) for its Class 6-7 lineup. The cabover models offer three horsepower and torque ranges — from 220 hp to 250 hp and up to 660 lb.-ft. of torque — whereas the conventional cabs substantially widen that range, to nearly a dozen options — from 200 hp to 325 hp, with up to 750 lb.-ft. of torque.

The truck’s application is a key factor here. If the truck is going to be used primarily for over-the-road, long-haul applications or needs to pull a heavy trailer, then the conventional cab, equipped with a higher horsepower and torque engine, would be the better fit.

Advantage: Conventional truck.
3. The Fuel Economy Edge
Which type of cab has the edge in terms of fuel economy?
“Cabover models tend to experience a fuel economy advantage, mostly due to their smaller displacement engines,” said Gillies.

This difference in engine displacement is mostly found in Class 4-5 trucks, where cabovers, such as the Isuzu N-Series, Mitsubishi Fuso Canter, and Hino 195, are equipped with four-cylinder diesel engines, compared to conventional cabs, such as the Ford F-550, which is powered by larger V-8 or even V-10 engines. In Class 6-7 trucks, the engine displacement gap is minimal, with both cabovers and conventional cabs being equipped with big bore I-6 diesel engines in most cases.

Which cab type is more fuel-efficient ultimately depends on truck class; the larger the truck, the smaller the difference.

4. Ensuring Driver Comfort
Conventional cabs allow flexibility and customization, especially important for the driver’s comfort, that you don’t get with a cabover in lower GVWs, according to Don Scare, regional fleet services manager for PHH.

“Cabovers are very cookie-cutter, not even allowing for a seat choice. When you’re a driver on the road for long hours a day, a seat is a key contributor to comfort,” he said.

According to Gillies, “Some of the cabover model offerings are challenging for drivers to get in and out of, with limited space between the front edge of the door frame and the seat riser where the driver’s feet pass during every entry and exit of the cab. Also drivers feel like they are driving a ‘real truck’ when it’s a conventional cab configuration.”
In short route, stop-and-go applications, such as urban delivery or residential landscape service, driver comfort may not be as much of a concern because drivers and crew don’t spend as much time in the truck.

“Cabover configurations have gained popularity with less experienced drivers and in applications requiring multiple local deliveries or in speicific industries such as landscaping. In these situations, we have found the cabover as the preferred alternative,” said Baran of ARI.
In these cases, according to the experts, cabovers would work fine, especially considering the maneuverability advantage in tight spaces. But, in long haul, over-the-road situations, driver comfort would be of paramount importance, giving the edge to the conventional cab.

Advantage: Conventional truck.
5. Reviewing Acquisition Costs
Gillies said that, on balance, cabover models tend to run approximately 3- to 5-percent higher in price than comparable conventional cabs. “Lower production volume could be considered as one potential reason. Fewer competitors in a particular model/GVWR affect pricing as well,” he said.

Advantage: Conventional truck.
6. Ease of Maintenance
One of the advantages of a cabover, from a maintenance perspective, is the ease of accessibility under the hood — or, in this case, under the cab — to most of the important engine components, helping reduce repair time (and costs). However, according to Gillies, other factors tend to drive maintenance cost of cabovers higher than the conventional cabs.
“Some reasons could be: higher parts costs for cabovers, fewer dealer choices and fewer shops in general that are willing to tackle the maintenance, especially where the shop may have lower familiarity, and fewer repair parts suppliers to choose from,” Gillies cautioned.
Advantage: Cabover.

Conventional Cabs vs. Cabovers

GE Capital Fleet Services provides details on which fleet applications are best suited for conventional cabs or cabovers:
Conventional Cabs:
● Where overall length of the completed truck is not in conflict with state/federal length regulations.
● When cab interior room is of high importance — where drivers need increased steering wheel to seat position room and where passengers are routinely present.
● Where broader drivetrain option content is needed to get the proper match-up to the job required.

Cabovers:
● Tight inner-city operations where streets are narrow and parking availability is poor.
● Residential delivery and service applications can be a good vocation, especially considering how frequent the truck needs to be using the customer’s driveway or parking at the curb since the overall space that’s needed is somewhat less than with a conventional cab.

From WorhTruckOnline - 

http://www.worktruckonline.com/channel/vehicle-research/article/story/2013/11/cabovers-gain-popularity-in-medium-duty-truck-fleets/page/2.aspx

MICHELIN® X One® Tire and ONCall™ ERS Testimonial -- Davis Express

Davis Express, Inc. trusts our ONCall emergency road service to get them up and running if they experience downtime. For more information on ONCall, visit: http://www.michelintruck.com/michelintruck/services/onCall.jsp

What is the eNow Solution?

The trucking industry plays a major role in our economy, and the business community relies on them to keep costs down, meet regulatory requirements and deliver product on-time, all while protecting the environment. eNow’s proprietary  solar panel systems use the latest in technology to capture and convert the sun’s energy into useable  power. The transportation industry can use this “clean renewable energy”, thereby reducing operating costs and reducing greenhouse gas  emissions.

Whether you are an OEM, fleet owner, an owner operator or a driver, eNow is the energy solution for the transportation industry.  Our goal is to help the industry become more profitable, enhance the driver experience and improve the environment.

eNow solar panels capture energy to power the following systems:

• Solar Powered HVAC
  
• Solar Powered Refrigeration
  
• Solar Powered Lift Gate
  
• Solar Powered Battery Charging
  
• Solar Powered Safety Lighting
  

Using eNow’s solution can:

• Reduce fuel consumption
• Reduce maintenance costs, such as, oil changes, engine overhauls and battery change outs
• Reduce emissions to meet and comply with regulatory requirements
• Provide stand-by power when the truck engine is not running
• Provide power to truck de-icing system
• Provide electrical power to off-load alternator loads
• Utilizes solar for a cleaner environment

How is eNow different?

• Experience in engineering, technology, manufacturing, solar, and the environment.
• Technology - we have developed proprietary, patent pending, solar systems to economically convert, store and distribute electricity.  We use the best of breed components to assemble highly reliable and efficient systems.
• Durability - we have developed systems that would stand up to the demanding conditions of the trucking industry, including built in safety and protection devices involved in an accident.
• Greater Efficiency - we have developed proprietary systems increasing output by 25 to 30% over existing systems.

• Our Limited Warranty 
• Our Terms & Conditions

All-New Class 1-6 Trucks Deliver Something for Every Fleet

For the 2014 model-year, the Class 1-6 truck market segment will include new and refreshed models of the OEMs’ iconic brands. Improvements include new engines, alt-fuel options, improvements in fuel economy, and performance upgrades. Below is a representative sampling of what’s new for MY-2014:

FORD
Ford Motor Company has unveiled its 2014-MY F-150 and Super Duty pickup trucks.

The 2014-MY Ford F-150 is available with four engine options: a 3.7L V-6, a 5.0L V-8, a 6.2L V-8, and a 3.5L EcoBoost.

The 3.7L V-6 offers 302 hp and 278 lb.-ft. of torque. It has a fuel efficiency of 17 mpg city/23 mpg hwy. The 3.7L will also be compressed natural gas/liquefied petroleum gas (CNG/LPG) capable starting with 2014-MY

The 5.0L V-8 offers 360 hp and 380 lb.-ft. of torque and achieves 15 mpg city/21 mpg hwy (4x2 model).

The 6.2L V-8 offers 411 hp and 434 lb.-ft. of torque, and achieves 13 mpg city/18 mpg hwy.

The 3.5L EcoBoost offers 365 hp and 420 lb.-ft. of torque, and achieves 16 mpg city/22 mpg hwy (4x2 model).

Each engine is mated to a 6R80 6-speed automatic.

The 2014-MY F-150 is available in 11 trim levels: XL, STX, XLT, FX2/FX4, Lariat, King Ranch, Platinum, Tremor, Limited, and SVT Raptor.

The 2014-MY F-Series 14,000 pound GVW Super Duty is available with two engines: a 6.7L Power Stroke V-8 turbodiesel and a 6.2L V-8 gasoline engine.

The 6.7L offers 400 hp and 800 lb.-ft. of torque. The 6.2L offers 385 hp and 405 lb.-ft. of torque. The engine is also available with a compressed natural gas/liquefied petroleum gas (CNG/LPG) prep package.

Each engine is mated to a 6R140 heavy-duty TorqShift 6-speed automatic. It has a maximum towing capacity of 18,500 pounds and a payload capacity of 7,260 pounds.

The Super Duty is available as an F-250, F-350, or F-450 variant. The company also offers F-350, F-450, and F-550 chassis cabs. Its F-650 is available with a 6.8L V-10 that can be prepped for CNG.

CHRYSLER
For 2014, Chrysler is offering new versions of the Ram 1500, Heavy Duty, and Chassis Cab.

The Ram 1500 is available with three engine options: the new 3.0L EcoDiesel, a 3.6L Pentastar V-6, and a 5.7L HEMI V-8.

The new 3.0L EcoDiesel offers 240 hp and 420 lb.-ft. of torque.

The 3.6L Pentastar V-6 offers 305 hp and 269 lb.-ft. of torque. According to Chrysler, the 2014-MY 3.6L Pentastar boasts at least 20-percent better fuel economy when compared to the previous MY-2012 3.7 V-6 version.

The 5.7L HEMI V-8 with Fuel Saver Technology and available variable-valve timing (VVT) offers 395 hp and 410 lb.-ft. of torque.

All three engines are mated to Chrysler’s 6-speed automatic transmission. It is also available with the optional TorqueFlite 8-speed automatic transmission.

The Ram Heavy Duty 2500 and 3500 are available with three engine options: a 6.4L HEMI V-8, a 5.7L HEMI V-8, and a 6.7L Cummins Turbo Diesel.

The Cummins engine is available in three variations: 350 hp and 660 lb.-ft. torque with 6-speed manual transmission (2500/3500 models), 370 hp and 800 lb.-ft. of torque with a 66RFE 6-speed automatic transmission (2500/3500 models), and a high output turbodiesel that produces 385 hp and 850 lb.-ft. of torque with an aAisin HD 6-speed automatic transmission (3500 only).

The 6.4L HEMI V-8 offers 410 hp and 429 lb.-ft. of torque. The available 6.4L is packaged with the 66RFE.

The 5.7L HEMI V-8 offers 383 hp and 400 lb.-ft. of torque. The engine is also mated to a 66RFE 6-speed automatic transmission.

The Ram 2500 has a towing capacity of up to 17,970 pounds and the Ram 3500 has a towing capacity of up to 30,000 pounds. In addition, the Ram 3500 has a payload capacity of up to 7,320 pounds and a GCWR of 37,600 pounds.

The 2014-MY Ram 3500, 4500, and 5500 Chassis Cabs come standard with the new 6.4L HEMI V-8 gasoline engine. The new 16 valve engine offers a preliminary 367 hp and 429 lb.-ft. of torque. The engine is available a 66RFE 6-speed automatic transmission. for the 3500. An AS66RC 6-speed automatic transmission is standard on the 4500 and 5500.

The 3500 Chassis Cab SRW is also available with a 5.7L HEMI V-8 gasoline engine, which offers 383 hp and 400 lb.-ft. of torque. The engine comes mated to a 66RFE 6-speed automatic transmission.

There are also two engine variants based on the 6.7L Cummins diesel. The first version offers 320 hp and 650 lb.-ft. of torque. The engine is paired with a 6-speed manual transmission. The second variant offers 325 hp and 750 lb.-ft. of torque. The engine is paired with an Aisin 6-speed automatic transmission.


GENERAL MOTORS
For the 2014 model-year, Chevrolet has launched an all-new Silverado 1500 and updated the 2500HD and 3500HD.

The MY-2014 Silverado 1500 will feature three all-new EcoTec3 engines: a 4.3L V-6, a 5.3L V-8, and a 6.2L V-8.

The 4.3L V-6 offers 285 hp and 305 lb.-ft. of torque. The 5.3L offers 355 hp and 383 lb.-ft. of torque, and features fuel economy ratings of 16 mpg city/23 mpg hwy (2WD). The 6.2L will have its power capacity ratings announced later this year.

The 4.3 V-6 has a tow rating of up to 7,200 pounds and the 5.3L, which will be available in 2013, will have a tow rating of up to 11,500 pounds.

The Silverado 1500 will be available in seven up level trims, including LT, LTZ, and High Country. The Silverado 1500 will also be available in two work truck models, the 1WT and 2WT.

A 6.0L gasoline V-8 is standard on the Chevrolet 2500HD and 3500HD. The 6.0L offers 360 hp and 380 lb.-ft. of torque. It is matched to a Hydra-Matic 6L90 6-speed automatic transmission across the Silverado HD range. A Duramax 6.6L turbodiesel is also available. The 6.6L is rated at 397 hp and 765 lb.-ft. of torque and features B-20 capability. New for 2014 is a bi-fuel compressed natural gas (CNG) fuel system and bi-fuel-compatible version of the 6.0L V-8 engine for the 2500HD Crew Cab models. The engine features hardened valves and valve seats.

The 2500HD’s maximum payload capacity (available on regular cab long box models) is 4,212 pounds and it has a conventional towing capacity of up to 13,000 pounds. The 3500HD’s maximum payload is 7,222 pounds and its maximum conventional towing capacity is 18,000 pounds.

The GMC Sierra 1500 will feature three all-new EcoTec3 engines: a 4.3L V-6, a 5.3L V-8, and a 6.2L V-8.

The 4.3L V-6 EcoTec3 offers 285 hp and 305 lb.-ft. of torque. The 5.3L EcoTec3 offers 355 hp and 383 lb.-ft. of torque. It is estimated that the 6.2L V-8, which will be available on the Sierra SLT and Denali models, will offer 420 hp and 450 lb.-ft. of torque when it debuts later this year. It is also estimated that the 6.2L will have a 12,000 pound maximum tow rating.

The GMC Sierra 2500HD and 3500HD are also getting a makeover for the 2014 modelyear. A 6.0L gasoline V-8 bi-fuel compressed natural gas (CNG) fuel system is new for the GMC Sierra 2500HD. The 6.0L offers 360 hp and 380 lb.-ft. of torque. A Duramax 6.6L turbo-diesel is also available. The 6.6L is rated at 397 hp and 765 lb.-ft. of torque and features B-20 capability.

The 2500HD’s maximum payload capacity is 4,212 pounds and it has a conventional towing capacity of up to 13,000 pounds. The 3500HD’s maximum payload is 7,222 pounds and its maximum conventional towing capacity is 18,000 pounds. Standard trailering capability for the 2500HD and 3500HD is 13,000 pounds.

The MY-2014 3500 Chassis Cab comes standard with 6.0L gasoline V-8/6-speed automatic powertrain. A Duramax 6.6L turbo-diesel is also available. The 6.6L is paired with an Allison 1000 6-speed automatic transmission. The 3500HD Chassis Cab has a maximum GVWR of 13,200 pounds and a payload rating range from 6,443 pounds to 7,499 pounds.

TOYOTA
The redesigned 2014 Toyota Tundra 1/2 ton full-size pickup truck is available with three powertrains. A 4.0L DOHC V-6 produces 270 hp and 278 lb.-ft. of torque and achieves 16 mpg city/20 mpg hwy/17 mpg combined.

The available 4.6L DOHC i-Force V-8 engine offers 310 hp and 327 lb.-ft. of torque and achieves 15 mpg city/19 mpg hwy/16 mpg combined on the 4x2 models and 14 mpg city/18 mpg hwy/15 mpg combined on the 4x4 models. The 5.7L DOHC i-Force V-8 offers 381 hp and 401 lb.-ft. of torque. The 5.7L is offered in both gasoline and flex-fuel variants. The 5.7L has a fuel efficiency of 13 mpg city/18 mpg hwy/15mpg combined on the 4x2 models and 13 mpg city/17 mpg hwy/15 mpg combined for the 4x4 models.

In addition, when equipped with a tow package, the Tundra has a maximum tow capacity of 10,400 pounds (4x2 Regular Cab).
The Ram Chassis Cab is available in three trim levels: Tradesman, SLT, and Laramie.


FREIGHTLINER
The Freightliner M2 106 is available in Day Cab, Extended Cab, and Crew Cab models. It has a maximum GVW of up to 56,000 pounds.

It can be equipped with either a Cummins ISB or a Cummins ISL engine offering 200-350 hp.

The engines can be mated to either a manual, automated manual, automatic, or hybrid transmission.

HINO
For 2014, Hino is offering updated versions of its Class 5 and Class 6 products.

Hino’s Class 5 195 and 195 DC were designed specifically for the North American market, according to the company. Available as a diesel or as diesel-electric hybrid, the 19,500-pound GVW Class 5 cabover engine (COE) trucks both feature 210 hp and 440 lb.-ft. of torque from Hino’s 5L J05E Series engine, utilizing Aisin’s A465, 6-speed automatic transmission.

Also new for Hino’s conventional 2014 model-year lineup is a standard clean cab-to-axle chassis. The clean cab-to-axle frame rails create the opportunity for a much wider range of upfit configurations, according to the company.

In addition to a diesel-electric Hybrid option, both models meet or exceed EPA2010 emission regulations.

Hino’s Class 6 product line is powered by a turbocharged J08E VC engine that delivers 220 hp and 520 lb.-ft. of torque.

The Hino 238 is a 23,000-pound GVW Class 6 truck is ideal for fleets that need good cubic but not maximum weight capacity, according to the company. The 25,500-pound GVW 258LP is specifically designed for low profile application such as towing, according to the company. The 25,500-pound GVW 258ALP also is designed for urban vocational environments with the addition of air brakes to improved performance and stability.

With low TCO, high fuel economy, and strong residual value the 25,950-pound GVW Hino 268 is an ideal choice for pickup and delivery, lease/rental, and moving operations, according to the company.

ISUZU
The Isuzu 2014 lineup features four vehicles for 2014.

The 2014-MY 12,000-pound GVW Isuzu NPR Gas and the 14,500-pound GVW NPR-HD Gas are low-cab forward trucks, available with a three person standard cab or seven passenger crewcab. They have available wheelbases ranging from 109 inches to 176 inches. The NPR Gas is powered by a 6.0L Vortex V-8 gasoline engine, which produces 297 hp and 372 lb.-ft. of torque. The NPR-HD is powered by a 5.2L Isuzu 4HK1-TC turbocharged intercooled diesel engine, which produces 215 hp and 452 lb.-ft. of torque. The Isuzu N-Series features a Vortec gasoline engine is available with a compressed natural gas/liquefied petroleum gas (CNG/LPG) alternative-fuel capable option.

The 17,950-pound GVW 2014 Isuzu NQR is a low-cab-forward truck and is powered by a 5.2L Isuzu 4HK1-TC turbocharged intercooled diesel engine, which produces 215 hp and 452 lb.-ft. of torque.

The 19,500-pound GVW 2014 Isuzu NRR is a low-cab-forward truck and is powered by a 5.2L Isuzu 4HK1-TC turbocharged intercooled diesel engine, which produces 215 hp and 452 lb.-ft. of torque.

KENWORTH
Kenworth’s Class 5 T170 is equipped with a PACCAR 6.7L PX-7 engine, which offers 200-300 hp and 520 to 660 lb.-ft. of torque. It has a GVW rating of 19,500 pounds.

The Class 6 T270 and T370 come standard with a PACCAR PX-7 engine rated up to 325 hp and 750 lb.-ft. of torque. They also are available with the optional PACCAR PX-9 engine rated up to 350 hp and 1,000 lb.-ft. of torque for Class 6. The T270 has a GVW rating up to 26,000 pounds. The T370’s Class 6 GVW rating is 26,000 pounds. The T270 and T370 Class 6 also are also available in an all-wheel drive 4x4 configuration.

The Class 6 K270 and K370 Cabovers are equipped with a 6.7L PACCAR PX-7 engine rated from 220 to 250 hp, producing from 520 to 660 lb.-ft. of torque.

MITSUBISHI FUSO

Mitsubishi Fuso’s 12,500-pound GVWR FE125, 14,050-pound GVWR FG4X4, 15,995-pound GVWR FE160 and FE160 Crew Cab, and 17,995 pound FE180 medium-duty trucks feature a DOHC four-cylinder turbocharged diesel, which offers 161 hp and 295 lb.-ft. of torque.
The FE125 has a maximum payload capacity of 7,285 pounds. The FG4X4 has a maximum payload capacity of 8,075 pounds. The FE160 has a maximum payload of 10,505 pounds. The FE160 Crew Cab has a maximum payload capacity of 9,845 pounds. The FE180 has a maximum payload of 12,505 pounds.

Mitsubishi Fuso cabovers have been specifically designed to lower cost-of-ownership via low fuel consumption and high relative payloads, according to the automaker.

NAVISTAR
Navistar’s International Terrastar’s 500,000 B50 life MaxxForce 7 engine V-8 turbodiesel features a high-pressure common-rail fuel system, dueal sequential turbochargers, and a compacted graphite iron block. It is mated to a Allison 1000 Series transmission.

The International Durastar is available with a MaxxForce DT 7.6L inline six-cylinder diesel, a MaxxForce 9 9.3L inline six-cylinder diesel, or MaxxForce 10 9.3L inline six-cylinder diesel.

NISSAN
The 2014-MY Nissan Frontier will be offered in both King Cab and Crew Cab body styles and in 4x2 and 4x4 driveline configurations, along with five trim grades: Frontier S (four-cylinder and V-6), SV, PRO-4X, Desert Runner and SL (Crew Cab only).

The 2014-MY Nissan Titan is again being offered in King Cab and Crew Cab body styles with a choice of 4x2 and 4x4 drive configurations, along with two wheelbases (139.8 inches and 159.5 inches) and three bed lengths. There are no major enhancements for 2014.

The Titan will be available in S, SV, PRO-4X, and SL trim levels.

From:     http://www.worktruckonline.com   by Chris Wolski 

Inspect and Maintain Your Brakes

Poorly maintained trucks cause serious and deadly accidents every day. The Department of Transportation estimates that nearly 30% of all accidents are caused by problems with the truck's brakes.

Don't forget about brake part­s, including your brake rotors. Brake rotors are an import­ant component in the braking system that stops your vehicle. Brake rotors (they're also called brake discs) are what your trucks brake pads clamp down on to stop the wheels from spinning. These brake rotors are just as important to stopping your truck as the brake pads are. Like other brake parts, there are several different types of brake rotors available.

North Bay Truck Center carries all the following brake system parts.

BRAKE PADS & SHOES

Centric

Raybestos

Bendix

Monroe

Meritor

Automann

BRAKE DRUMS & ROTORS

Durabrake

Gunite

Webb

Raybestos

Motorcraft

Centrifuse

KIC

Meritor

Centric

Delco

Automann

FILTERS

Baldwin

Donalson

Wix

Tips for Maintaining Trailer Floors

Keeping a dry van floor in tip top shape starts long before you haul your first load.

When it comes to maintaining your dry van hardwood or composite trailer floor, fleet maintenance managers should follow the Boy Scout motto: Be prepared.

Most of the dry vans running on the road today were built with a hardwood floor.

According to John Carr, vice president of sales and marketing with Havco, about 80% of the hardwood used is American white and red oak, which is spec’d as an oak floor. Oak’s popularity comes from its natural resistance to rotting.

Another wood-based flooring option is composite floors, which typically are a hardwood floor that “incorporates a specially designed glass/epoxy composite reinforcement sheet applied to the bottom-side of the floor,” Carr says.

Preventive maintenance and proactive repairs will go a long way to help keep both flooring types from failing, but the first step in floor maintenance happens before the trailer hauls its first load.

When it comes to maintaining your dry van hardwood or composite trailer floor, fleet maintenance managers should spec your trailer flooring with an eye on reducing future maintenance.
When it comes to maintaining your dry van hardwood or composite trailer floor, fleet maintenance managers should spec your trailer flooring with an eye on reducing future maintenance.

Spec’ing with floor maintenance in mind

Plan ahead and spec your trailer flooring with an eye on reducing future maintenance.

Simply put: “Spec the floor system that is right for the application,” said David Giesen, director of sales for Stoughton Trailers.

In general terms, you should consider the type of load, the length of time you are going to keep the trailer, and the geographical location you are going to be running, according to David Gilliland, vice president of branch sales and operations for Great Dane Trailers.

More specifically, the floor system’s (i.e. floor, cross-member and side rail) design needs to match the loading weight and frequency of the freight being transported, adds Havco’s Carr.

What you’re putting inside the trailer may not be as important than how you’re loading and unloading, says Larry Roland, director of marketing for Utility Trailers.

“If forklifts are being used as opposed to pallet jacks, the combined weight of the forklift and the product being carried should be understood to determine if the ‘forklift capacity’ floor rating on the trailer meets this requirement.”

When it comes to supporting the floor, there are many options in terms of various materials, shapes and spacing, says Hyundai Vice President-Engineering Group Christian Lee.

“There are many different combinations of the floor material and cross member specification to make up different floor ratings, which will affect the floor longevity and endurance,” Lee says.

As important as floor rating requirements is keeping in mind the geographical location where the trailer is going to be running.

In regions where there is more precipitation, there will naturally be more moisture. Wood expands and contracts depending on the amount of moisture it is exposed to.

“When deciding on a wood floor system, make sure to verify there is an adequately sized crusher bead, which allows the wood board to expand. This will help prevent buckling as the wood board expands,” Rodney Ehrlich, chief technical officer with Wabash National.

One of the most important steps you can take to maintain your trailer floor comes actually during the  spec’ing process.

Tips to keep it in tip top shape

Beyond spec’ing, there are other things you can do to prevent problems.Key is protecting the floor from moisture.

“Keeping the doors open and letting rain water onto the floor has always been a problem of rotting out floors,” says Craig Bennett, senior vice president sales and marketing at Utility Trailer Manufacturing. “There are materials to seal the rear of the floors to minimize the rot, or keeping doors closed is an option.”

Great Dane’s Gilliland agrees. “When fleets leave doors open—sitting in yards or when sitting at the dock – water can get in and sit at the rear. This can cause a lot of damage.”

According to Jim Jannell, the national sales manager at Prolam Flooring Co., “Ninety-nine percent of floor failures and maintenance costs associated with a laminated hardwood floor occur at the rear of a dry van near the rear doors, and is related to excessive moisture content in the wood. The higher the moisture content in the wood, the less strength and stiffness in the floor.”

Jannell recommends limiting moisture exposure from the top and bottom of your floor, including when cleaning. Instead of power washing the floor, he recommends sweeping or using air pressure.

Dry van trailers floors of all types should be inspected on a regular basis.
If a problem with the floor or a floor system component is discovered, they should be repaired as needed, notes Havco’s Carr. “It is useful to inspect the bottom side of floors to determine any damage caused due to fork truck load cycles and also due to overloading. Damaged sections of floors can be patched with repair boards.”

Kent Musick, product specialist – fleet maintenance solutions with Rockland Flooring, notes that many fleet managers overlook the floor while performing a preventive maintenance check. That is a mistake.

“Many fleets have a checklist of items that include landing gear, suspension, and lighting, but many overlook the mechanics of a floor,” Musick says.
“Early detection of a potential issue could prevent a catastrophic failuredown the road.”

 by Kate Harlow - Article in http://www.truckinginfo.com

Predetermined oil intervals and what to check in oil analysis

Oil analysis is the best way to keep track of how your engine is wearing.

As a responsible truck owner, you should change your oil at predetermined intervals. Oil analysis provides great information and is the best way to keep track of how your engine is wearing.

Battling engine inefficiency and emissions together
The government is concerned about emissions, and so is trucking. Fortunately, the same things that reduce emissions also make your truck more efficient and profitable, writes engine shop owner Bruce Mallinson.

The two items I eyeball in the oil are the iron and silicone, which is ingested dirt getting past the air filter(s); these two contaminants will wear out the engine quickly. I prefer to see iron at 20 parts per million, but that’s a conservative number, and I can live with 60 ppm, which would come at about 50,000 miles. Going 200,000 miles on engine oil is out of the question in my book.

In oil analysis, we also look at the levels of:

•     Chromium, which is piston ring wear;
•     Lead, which comes from the main and rod bearings;
•     Copper, which comes from bushings, bearings and thrust washers;
•     Tin, coming from bearings and bushings again; and
•     Aluminum, which comes from some pistons, bearings and thrust washers.

Oil is the lifeblood of the engine, and you shouldn’t let it get too dirty. Mechanics get to see inside the engines, and every mechanic I know changes their oil frequently – and that is on a pickup or family sedan. Do your engine – and your wallet – the service of ensuring you change your oil when you should.

-Bruce Mallinson is the owner of Pittsburgh Power, an engine performance shop in Saxonburg, Pa.

Maintaining Your Diesel Truck Performance in the Winter

As winter approaches, here are a few tips that will help you get the best performance out of your diesel truck during cold weather.

Before it gets too cold outside, be sure that your diesel engine is prepared with the cold weather necessitates.

If your vehicle requires glow plugs, make sure that they are in good working order before the weather gets too cold. These small electronic heaters are installed in each cylinder. Before the vehicle is started, these heaters warm the combustion chambers. Be sure that you allow the glow plugs to do their work before turning your vehicle starter. Cold combustion chambers will cause a difficult start, a rough run and a reduction in fuel economy.

Winter conditions also cause an additional drain on your battery. When it is cold, it takes a lot more energy to get everything moving. It takes about 1,000 amps during cold weather to get your vehicle running. Be sure that you will not get caught short on a cold day without enough juice in your battery.

The standard diesel fuel used in most vehicles naturally contains a waxy substance that crystalizes when the temperatures drop. This crystallization reduces the viscosity (fluidity) of the fuel. Biodiesel gels at an even higher temperature, causing similar viscosity issues. With a reduction in viscosity, comes two significant problems for diesel vehicles.

•     Difficulty starting
•     Plugged diesel fuel filters and injectors

To try to resolve these issues, diesel fuel distributors make adjustments to fuel mixes as the weather gets colder. The more refined number 1 diesel is mixed with the more commonly used number 2 diesel. This winterized diesel has properties that are more resistant to the difficulties caused by the cold. Biodiesel is likewise winterized by adding more refined fuel into the mix. Since these mixtures are climate dependent, distributers vary the mix based upon the local climate.

While these winterized fuel mixes improve the cold weather viscosity of fuel, additional fuel additives can greatly improve the performance of your diesel truck.

The best of these fuel additives are highly effective products specifically formulated to provide significant performance benefits in all diesel fuels, including ultra-low sulfur diesel and bio-diesel fuel blends. These additives:

•     Clean the fuel injection system
•     Dispense all water
•     Lubricate the fuel systems
•     Boost octane
•     Improve fuel economy

One bottle typically treats up to 250 gallons of diesel fuel. Better products can be obtained from online retailers. There is one significant risk to using these products in the winter. Once you see how effective they are, you will want to use them year round.

A little effort now can save you a lot of trouble when the weather gets cold. Take a little time today and enjoy top performance from your vechicle all winter.

Industrial Injection is one of the nations leading suppliers of diesel performance products and parts. Let us help you determine which products will improve the performance of your diesel. Give us a call at: (800) 800-4103, or visit the Industrial Injection website. Look for Deuce Juice, the top diesel performance fuel additive.

By Mike Shelton
Expert Author Mike Shelton

Article Source: http://EzineArticles.com/?expert=Mike_Shelton

Pro-Star + & Cummings- Part 3

                    Pro-Star + & Cummings -  First Delivery

Pro-Star + & Cummings - Part 2

                           ProStar+ with Cummins ISX15: Tested and Validated

Pro-Star + & Cummings - Part 1

                                           Integrating Cummins

Introducing the MICHELIN® X One® Line™Energy D Tire and Retread.

What’s New?

NORTH AMERICA'S MOST FUEL-EFFICIENT DRIVE TIRE.*
Now with 15% More Mileage.¹
MICHELIN^® X One^® Line^™ Energy D tire features a Dual Energy Compound Tread to deliver 15% more mileage¹ and leading SmartWay^® Fuel Economy.

NORTH AMERICA'S MOST FUEL-EFFICIENT DRIVE RETREAD.*
Now with Matrix^™ Siping.
The MICHELIN^® X ONE^® LINE^™ ENERGY D Pre-Mold^™ retread delivers Smartway^® fuel-efficiency without compromise, by leveraging Michelin's Matrix^™ Siping and Dual Energy Compound Tread technology.

*Based on industry standard rolling resistance testing of comparable drive tires and retreads. Actual results may vary, and may be impacted by many factors, to include road conditions, weather and environment, driver performance, etc. 

Data Sheets:

 https://www.michelinb2b.com/wps/b2bcontent/PDF/X_ONE_LINE_ENERGY_D_datapg.pdf

 https://www.michelinb2b.com/wps/b2bcontent/PDF/X_ONE_LINE_ENERGY_D_PM_datapg.pdf

Tour of AC Delco Starters and Alternators

TruckDown® - Find Service Vendors and Truck-Legal Routings

Trucking Companies, Private Fleets and Owner Operators are using professional services of TruckDown® rather than looking for service vendors on their own. Also it is being used for truck-legal routing. 

In the rapidly changing world of technology it is important to keep our fleet users and vendors on the cutting edge. Those of you who have been using TruckDown® over the years since our 1997 launch have likely noticed our relentless quest for improvement. 2013 was no exception as we rolled out Truck-Legal Routing and many other enhancements. The quest for improvement continues with work well under way on TruckDown 2014! Now it is your turn to help drive the future of this handy resource.

Balanced Design
TruckDown is designed to provide a balanced service for large and small fleets, as well vendors with a single service truck or a national chain of shops. We strive to keep TruckDown accessible to all sizes of companies while providing value to your business.

Regardless of whether you are new to TruckDown or a long term user of our service, your opinion counts! Please share your thoughts or questions. Looking forward to hearing from you!

Find them at:
http://www.truckdown.com/

Preventing Cargo Theft

Beyond employee education, preventive spec’ing of both power units and trailers is critical. “There are a lot of things you can do to make it tougher on the criminals,” such as modifying trailers in a variety of ways to make them tougher nuts to crack, says Carl Tapp, a retired maintenance director for P.A.M. Transportation, who now runs Solutions Advocates. “A lot of it depends on your budget,” he says.

Many measures can be carried out in a fleet’s shop by its own technicians, who can install a wide array of security measures such as satellite-controlled stainless-steel locking pins on the inside trailer doors, huck-bolted door hardware and frames, horizontal pins in the rear trailer bolster to reinforce the doors, aluminum roofs instead of translucent plexiglass, and brightly painted undercoating to help inspectors spot breaches in the trailer floor.

Communication is vital to combating theft, and today’s technology makes tracking shipments and reacting to issues easier and timelier. Tapp urges fleets to look into both passive and active communications systems between the truck and the home office – technologies that Prime also values.
Related: Cargo theft frequency, value per load increase

“You have more virtual eyes and ears out there on the road than ever before,” says Nick Erdmann, business development manager for Transport Security Inc. “When you look at all the systems available to fleets today – things like real-time communication, telematics and geofencing and monitoring systems for both trucks and trailers – they have more tools to help them fight theft than ever before.”

But one of the most effective anti-theft tools Boehning has seen is a much more obvious low-tech method: a professional-grade padlock on the trailer doors. “I’m constantly amazed at how many unlocked trailers I see running down the roads today,” he says. “Our number-one thing is our trailers are always locked, even if they’re hauling air.”

Tapp agrees that seal integrity is vital. If a seal has to be broken for repairs or a police check, establish procedures so that everybody knows about it. Record the numbers of both the seal that came off and its replacement, Tapp says.

Fleets also should consider reaching out to and nurturing partnerships with law enforcement agencies across the country. Walt Fountain, director of safety and enterprise security for Green Bay, Wis.-based Schneider National, advises fleets to attend one of several regional cargo theft prevention conferences where they can learn ways to improve their anti-theft measures and training and build a nationwide network for law enforcement assistance.

Above all, Tapp urges fleets not to be complacent about combating theft. “Crooks are smart,” he says. “No matter what you do, they’re going to figure out a way to defeat it. It’s a constant process, and you can never let up.”

Tapp also reminds fleets of an entirely different reason why drivers are a key element to consider when fighting cargo theft. “I hate to say this, but I think a lot of cargo theft cases are inside jobs,” he says. “Treat your drivers right. They do a tough job day in and day out. If you acknowledge that and pay them a fair wage, they’re going to be less likely to steal from you.”

This is an excerpt from a CCJ November 2012 feature that details ways can prevent becoming victims of cargo theft.


From www.ccjdigital.com
- See more at: http://www.ccjdigital.com/specing-trucks-to-prevent-cargo-theft/?goback=%2Egde_2542318_member_5793741454098575364#%21

Our Stud and Nut Inventory at North Bay Truck Center

This is just a small section of the stud and nut collection we carry in stock ready to tighten. When we say your Truck Parts Headquarters, we mean it! Our parts inventory is constantly expanding.

Mobile Truck Repair Brainstorming To Help Breakdowns

Has this ever happened to you? You are en-route on a delivery and you get a tire blow out! I recall being downtown Winnipeg in the summer of 2004 just about half way through what ended up a 19 hour day. The great thing about Winnipeg is no matter where you are in the city, even in the winter time, you are not far from a mobile truck repair response.

What should you do when your truck breaks down? Stay with your vehicle if at all possible and make sure you focus on safety first. Don't get out of your truck if you are in traffic. Use your smart phone to find your location if you are unfamiliar with Winnipeg, search for 'mobile truck shop'. Technology is great.

There are several resources you can tap into depending on what equipment you have on the side of the road, or maybe you are stranded on Broadway in rush hour. With a laptop or smart phone you can go to TruckDown.com or just Google your location and the words 'mobile truck repair', this site is good not only in Winnipeg but all of north America.

How much can you expect to pay for a mobile heavy truck service call? Well, depending on what you need, the time of day, holiday, and so on, you can expect to pay $150 to $250 for a heavy truck service call in Winnipeg for the first 2 hours. Small trucks could cost less. A tow within the city can run you $150 to $400 or higher if you got your rig stuck in the rubbish.

How can you fix your own truck when it breaks down? Considering that there can be a thousand problems, and some tools may be too big and expensive to carry you best make notes on paper each time you get something fixed. Having a maintenance log will help, and buying tools are you need them will help reduce your truck maintenance bills.


By Darren Chabluk
Expert Author Darren Chabluk  for WinnipegTruckRepair.com
Ref:  http://www.truckdown.com

Getting to know and trust several heavy truck shops along your route or in the Winnipeg area is key to having reliable fleet maintenance wherever you are.

Visit http://WinnipegTruckRepair.com to see a growing list
of trucking tips and our shop of the month. Call (204) 272-3954
for mobile truck repairs in Winnipeg and ask for Phil at RamWinn.

Article Source: http://EzineArticles.com/?expert=Darren_Chabluk

Don't Overlook These Dump Truck Safety Suggestions

In any construction or industrial environment, safety should be the highest priority for all involved in the operation of equipment. Even though it might seem like dump trucks are fairly safe vehicles to work with, they still require safety precautions and operating precision like any other machinery. Any unit capable of carrying and dumping such heavy loads, that also has moving parts should be handled carefully to prevent accidents on the job site. Below are some tips to keep in mind when operating these enormous pieces of machinery.

• Stability - Dump truck tipping is a major concern, especially when dumping a load. Be sure to always load and unload this vehicle on solid, even ground; this will lower the risk of any tipping accidents. Having a level, even load to dump and maintaining a safe center of gravity while unloading is essential to prevent tipping. This will all vary depending on the type of material, amount of material, and the weight and length of the dump area itself. Along these same lines, never drive with a raised dump bed as the truck could become unbalanced or hit power lines and result in serious accidents.


• Questionable Conditions - Due to the risk of tipping and problems with unloading, if there is any kind of question about the operation's safety, use another way to get material including regular pickup trucks if necessary.


• Even Loads - Starting in the middle of the bed, load evenly outward and fill in empty spots as the loading continues. This allows for safer transport of material and easier dumping at the job site.


• Load Weight Limits - Overloading us serious, it increases the chance of truck tipping and can cause problems when dumping. Always follow weight limits and know the allowable amount of loaded material.


• Bed Liners - Using bed liners will help loaded material flow out of the bed more freely when it is raised for dumping. This is especially significant when hauling material that could possibly stick or freeze to the surface of the truck bed.


• Observation - Before dumping a load, clear the area of people and objects, checking as well for overhead obstructions. One of the most dangerous situations can happen by raising the bed into electrical wires that unfortunately happens too often. It is important to know the raised height of a dump truck's bed to be sure there is ample room to lift before making any such attempt.


• Warning Systems and Alarms - It is important to learn and understand hand signals, use of the back-up alarm and lights, and other way to communicate with other workers to keep everyone informed.


• Bed Safety - Never assume that a truck's hydraulics is enough safety when working behind the truck's cab or under the bed. Accidentally lowering the bed can be deadly for anyone working under it. Dump beds should always be held up with props and bed blocks to protect against such accidents. Tail gates should also be locked whenever any kind of work is being performed on that item.


• Safety Checks - No matter what heavy-duty truck is being used, daily maintenance and safety checks are essential to prevent accidents. Use the vehicle's checklist and be sure that everything is working well, tires are properly inflated, and all safety gear and devices are working correctly. Safety gear should always be worn and all safety protocols closely followed.

Although these tips may seem to be common sense, it is possible to assume that there are fewer hazards present when using dump trucks. Strict adherence to safety procedures and careful attention to detail will keep all workers safe and on the road, ready to deliver that next important load!

By Christopher M. Hunter

Christopher M. Hunter is an expert in commercial specialty trucks. To find out more about Dump Truck Sales, go to the main website at: http://www.centraltrucksales.net/home.

Article Source: http://EzineArticles.com/?expert=Christopher_M._Hunter

Fuel Consumption of New Heavy-Duty Vehicles Can Be Reduced by More than One-Third by 2025

Fuel consumption of new heavy-duty vehicles could be reduced by more than a third by 2025, according to the American Council for an Energy-Efficient Economy, if the next phase of greenhouse gas/fuel economy standards pushes improvements in areas such as trailer aerodynamics and waste-heat energy recovery.

Heavy-duty vehicles consume 2.9 million barrels per day of petroleum fuels in the United States today, ACEEE notes. In 2011, the National Highway Traffic Safety Administration and the Environmental Protection Agency adopted standards to reduce the fuel consumption and greenhouse gas emissions of heavy-duty vehicles in model years 2014–2018. These "phase 1" standards will reduce new heavy-duty vehicle fuel consumption by 15%, on average, producing savings of half a million barrels of oil per day by 2035.

The agencies are now working on the next phase of the standards, which will apply to vehicles in later model years. A proposed rule is not expected until late 2014, but ACEEE outlines its take on the opportunities in a new fact sheet, "Further Fuel Efficiency Gains for Heavy-Duty Vehicles."

The first phase, going into effect with the 2014 model year, took a component-by-component approach rather than a full-vehicle approach, and as a result missed major fuel efficiency opportunities, ACEEE contends. For instance, they did not capture potential gains from advanced transmissions and hybrid technologies, and excluded trailers. The standards for “vocational vehicles” (for example, delivery trucks, refuse trucks, and buses) reflected improvements in engines and tires only.

For the next phase, ACEEE says the agencies should treat vehicles as systems, rather than as collections of components, in setting the standards. That will help spur the development of better transmissions, driveline efficiency, powertrain integration, and hybridization. Aerodynamic trailers should be integrated with tractors. The standards should draw into the market advanced technologies such as the engine ’bottoming cycle,’ which has been  demonstrated in the Department of Energy’s SuperTruck program, and hybrids should be integral to the vocational vehicle technology package.

For instance, the paper notes, heavy-duty tractor-trailers could see a 21% to 34% improvement. Engine downsizing and reusing waste heat energy through a “bottoming cycle” will provide large fuel savings \. A bottoming cycle converts heat energy captured from the exhaust gas recirculation (EGR) loop and the exhaust stream into mechanical energy, which is then either fed back to the shaft for mechanical power or converted to electricity and used for electrical loads. Major savings are available from further improvements to aerodynamics and tires, especially on trailers and through the integration of tractor and trailer.

The ACEEE analysis, which draws from a 2010 National Academy of Sciences report and the agencies’ work on the phase 1 rule, shows that for new heavy-duty vehicles as a whole, strong Phase 2 standards could reduce fuel consumption to 26% below phase 1 levels, which results in a 37% overall reduction from pre-phase 1 levels.

From  Trucking Info  http://www.truckinginfo.com

Safety First for Truck Tires

Safety is the most crucial aspect when it comes to tires on any vehicle. Especially for heavy load vehicles, such as trucks and buses, safety concerns are more than other vehicles like car, bikes etc. as you know, most of the provinces in the United States are busy with transporting essential goods from one place to another and all this is done with the help of trucks. Trucks carry heavy loaded goods from one place to another; therefore the tires of every truck should be the best quality in terms of quality. There are many tire dealers and retail stores that provide variety of brands in car tires, bus tires and tires for other vehicles, but if you want tires only for a specific vehicle like truck, then you should specifically look for store.

Make sure to compare few truck tire stores so that you can make the difference and find out the best store from where you get the best deal. Generally, some stores offer heavy discount on tire brands. You can also look for used tires that are in good condition and have not been used much. This will not only help save your money but you get an advanced experienced of purchasing the right truck tire MN from the market. Well, trucks can be one of the most stylized part of a truck but it is not only about adding shine and beauty to your tires, you have to choose the right truck tire MN to ensure safety as the right set of wheels installed on the truck will only add great performance and surety of safety instead of beauty and shine.

The first and the foremost part that needs consideration is your truck for which you are willing to purchase truck tire MN, because until and unless you aren't aware of your truck, you cannot choose the right set of tires for it. After you pick the right tires, it is important to provide proper care, service and maintenance to the truck as well as tires in order to maintain their proper level of performance. Regular maintenance will not only provide good performance but will also help your truck tire MN look nice, clean and shiny. A failing truck can seriously harm your entire truck parts, so be protected by choosing the right truck tires MN and provide proper maintenance as long as you can.

When you visit any truck tire store, you will be asked with what kind of truck you drive and for which type of truck, you need truck tires as there are lots of truck tires available in the market today with different kinds of application like emergency vehicle, long haul truck, mixed service truck, pickup/delivery truck, school bus or utility vehicle. Besides considering all these applications, it is important to consider the wheel position where the tire will be placed. Although, there various tires for all positions but to obtain the right performance make sure to choose the tire that is specially designed for the particular purpose.

Mason Dalmonico is the author of this article on Truck Tires Minnesota.
Find more information about SUV Tires Minneapolis here.

Article Source: http://EzineArticles.com/?expert=Mason_Dalmonico

Can you avoid truck repair?

Truck repair is avoidable to an extent. If you regularly service and maintain your truck you can avoid truck repair and the associated tension and loss while enjoying the benefits of increased mileage. You are practically spending more than half of the time you are awake in the truck and it is with you passively helping you, making your livelihood. It's working doubly hard as you do, five days a week, all day, in stop-and-go traffic, in the heat, cold, rain, snow, ice, etc., It's high time you stop and pay it back or it's going to leave you stranded.

Truck repair is essentially a demanding expense in your business. As long as you have the owner's manual it is going to come handy telling you categorically when to take it for a service maintenance. In its absence how often should you change fluids, check brakes, etc.? Unfortunately, there is not a single answer. There are several variables to consider - the climatic condition your truck is subjected to, the fuel used, the age of your truck, etc., and of course its type.

Another crucial question is how often you are taking care of its service maintenance. Are you doing it yourself or having it done by a technician? Either way, you will have to be proactive in keeping a time log in terms of the service maintenance frequency.

Preventive Maintenance

The adage "prevention is better than cure" will apply squarely for your truck maintenance.

Best Practice Daily Checks

• Regardless of the age and type of the truck you are running, many of the basics are the same. Make it a habit to do a visual check of your truck. This is just to make sure it's clean and sparkling.

• Next, you should do a basic safety check by checking the lights (including hazards), tire condition and air pressure. It is crucial to check fluid levels daily, engine oil, power steering fluid, brake fluid, and transmission fluid. Get your brake line inspected, spark plugs inspected and filters replaced regularly. These can warn you about bigger repair problems beforehand.

• Look underneath your high-mileage truck for signs of fluid leaks, they shouldn't be ignored. If left unattended to they can turn into expensive truck repair jobs.

• Listen for unusual sounds, such as thumps, bangs or pings. These could be warning signs that your truck needs serious attention. Keeping track of any new noises and info on when they started may help your mechanic to diagnose the problem.

Best Practices for increased mileage

• Tire pressure is critical! It is a proven fact that you can improve your gas mileage by keeping your tires inflated to the proper pressure. This will also ward off unexpected flats and blowouts.

• Performing regular tune-ups on you truck will keep your truck's engine running at top speed.

• Stick to a certain mechanic who knows the history of your truck.

• Another most important system to the "health" of your engine is the lubrication system; clean oil in your truck is like healthy blood in a human body so change it every three months.

Therefore, it is better to learn how to maintain your high-mileage truck to keep repair bills at a minimum and enjoy increased mileage. The concept is quite simple - maintain the truck before it becomes too late and breaks down. Remember, a stitch in time saves nine. Regular truck maintenance multiplies profits and reduces truck repair instances.

Article Source: http://EzineArticles.com/?expert=Gary_Alen

Flatbed Trucks Are Outstanding Work Trucks

If you ever owned a landscaping business or a fencing company, you know how valuable a flat bed truck can be. These trucks can have anywhere from a 12 to 20 foot bed in the back and are used for hauling wood, plants and anything else you need to get the job done.

Many people put rails on the sides and the back of the bed so they increase the hauling capacity as well as make it safer for transportation. Be careful not to stack too much up though as you don't want to get a fine from the police, or even worse have something fall off and strike another moving vehicle.

The gas mileage on these trucks can be a little rough. Expect to get anywhere from 6 to 15 miles a gallon for a flatbed as they don't get the best mileage numbers especially when they are weighted down with a heavy load. Many of these trucks are now diesel and that may help you save a few dollars compared to regular unleaded gasoline.

The hauling capacity of a flatbed truck is vastly superior to a typical pickup truck. You can fit so much more on the back bed and this makes you way more efficient. No longer do you need to make 2-3 trips to haul the same amout of material from point A to point B, you can do it all at once with a flatbed truck.

Look for used flatbed trucks to save money. You will probably have to get one with over 100,000 miles, but it's worth of it because new these trucks can cost upwards of $40,000. A used truck might require a little more maintenance, but you can also find one for $8,000 to $10,000 and that can save you a ton of money.

Enjoy great ways to save and don't hesitate to look for a used pickup truck instead of a brand new one. You can save over $20,000 by going for a used truck, learn how at http://www.usedpickuptruck.org

By Chad R Fisher

Article Source: http://EzineArticles.com/?expert=Chad_R_Fisher

North Bay Truck Center offers these services and more!

PAI COMPLETE ENGINE & PARTS Cat International Mack Cummings Detroit Diesel IN-FRAME - OVERHAUL KITS Oil Coolers Turbo's Main Bearing Sets Camshafts Injectors Sensors Pumps Gasket Sets Cam Bushings Flywheels EGR Coolers NEW & USED TRANSMISSION KITS P.T.O. Drive Line Complete Converters EC Units Clutches

SERVICES Lift Gate Repair Trailer Door Repair Roll-Up Door Repair Motorhome Repair Welding & Fabrication Complete Trailer Repair EC Units Repaired Wood Decking Complete Rewire Equipment Repair LED Lights Installed