11/22/13
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.
● 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 -
11/19/13
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
11/16/13
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:
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Solar Powered HVAC
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Solar Powered Refrigeration
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Solar Powered Lift Gate
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Solar Powered Battery Charging
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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.
11/13/13
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
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
11/10/13
Inspect and Maintain Your 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.
11/07/13
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
When it comes to maintaining your dry van hardwood or composite trailer floor, fleet maintenance managers should follow the Boy Scout motto: Be prepared.
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
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
11/04/13
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.
-Bruce Mallinson is the owner of Pittsburgh Power, an engine performance shop in Saxonburg, Pa.
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