Is a Half-Ton Heavy-Duty Pickup Coming?

Half-ton pickup trucks have been getting stronger in terms of frame strength and towing capacity for the past several years. These improvements are pushing the limits on what a traditional half-ton truck is built for. Also, the substantial growth in three-quarter-ton towing capacity is creating a product gap. As a result, will we see more heavy-duty half-ton pickups in the market soon?

The growing use of high-grade steel has created a generation of pickups with stronger frames. This strength combined with new engine improvements leads to half-ton trucks being able to tow a substantial amount of weight. Throw in a larger engine, provide more suspension, beef it up and add better braking in these half-tons and you basically have the same specs of a three-quarter-ton truck from just a decade ago. This type of heavy-duty half-ton is perfect for the occasional hauler who doesn't need/want the larger HD. It also makes a lot of sense for Toyota and Nissan.
Heavy-Duty Versus Half-Ton

For the last few years, HD trucks have been increasing their towing capacity. The latest example of this is the new towing leader, the 2015 Ford F-450 with a maximum towing capacity of 31,200 pounds. In 2005 the same truck had a maximum tow rating of 16,700 pounds.

While, yes, the half-ton and three-quarter-ton segments are substantially different, there is a growing gap between the towing capacities where an HD half-ton could make sense. See the chart below.

Beefed-Up Half-Ton

Let's state the obvious right here: A three-quarter-ton truck is vastly different from a half-ton. In most cases, the frame and parts are more akin to a locomotive than a car. This means manufacturers need dedicated production lines and parts suppliers to build them. This extra expense could be reduced with a half-ton HD package.

That means manufacturers like Toyota and Nissan that offer only light-duty pickups could bring a heavy-duty package option to their half-ton trucks. These trucks would have:

•     Stronger rear section of the frame
•     Larger axles and springs
•     Upgraded driveshaft parts
•     Tempered transmission and axle gears

In fact, the HD version could share the same production line with its half-ton counterpart and thus be cheaper to build. This would easily translate to more profits. Also, from a marketing/product lineup point of view, it essentially would provide those import players with more rugged-truck, work-truck credibility.
 
Toyota, Nissan HD Truck Plans

Last year an insider said Toyota was working on an HD half-ton. The speculation is the Tundra is basically already overbuilt and by making a few changes, Toyota could easily add an HD half-ton to its lineup. Plus, with Toyota's production limitations, it could add it to the San Antonio plant without making a huge investment. Lastly, with the Tundra's success/failure (depends on how you see it in the half-ton market) Toyota wouldn't have to try to compete in the competitive HD segment.

Nissan could also follow suit for the same reasons. Like Toyota, Nissan doesn't have the manufacturing facilities Ford, GM and Ram do. Plus, with the Titan getting the Cummins diesel it seems like it could be easily adapted as a heavy-duty hauler. This would bolster Nissan's reasoning for adding the Cummins diesel in the first place, and provide it with a unique item in a hot part of the truck market.

With a booming truck market and profits to be made, it seems increasingly likely that Toyota and Nissan would offer a product like this sooner rather than later.

The increased payload and towing means small/light recreational vehicle owners and toy towers (boats, all-terrain vehicles and others) would jump on it. Additionally, if those truckmakers are smart about pricing and keep it below average three-quarter-ton pricing, they could build a nice niche for themselves. Add to that some cab and or unique bed lengths, and the pool of new truck buyers would only get bigger.

Building a product to meet customers' changing needs, filling a gap in a limited lineup and steering clear of the Detroit Three's three-quarter-ton and one-ton competition seems like a no-brainer for Toyota and Nissan. Unfortunately, neither of these pickup players is good at taking big risks. However, not stepping into this arena may be an even bigger risk if they plan to be around for the long haul.

From .pickuptrucks.com



Cars.com images by Evan Sears; manufacturer images

Majority of Pickups Could Be Aluminum by 2025

Depending on who you talk to, the idea of making pickup trucks out of aluminum is an idea that could catch on with truckmakers, resulting in as many as 7 out of 10 trucks being made from aluminum during the next few decades.

According to The Detroit News, marketing research firm Ducker Worldwide is predicting that once the 2015 Ford F-150 debuts and works out the bugs with dealerships and the auto repair industry, other truckmakers will likely to follow suit. In fact, a recent study by Ducker suggests that by 2025 as many as 7 in 10 pickup trucks made for the U.S. could be made completely or substantially from the lighter alloy.

The study was commissioned by the Aluminum Transportation Group, an organization dedicated to promoting the use of aluminum in new production areas. The Detroit News noted that members of the Steel Market Development Institute (you can guess where their biases lay) think more advances are likely to be made with less-expensive advanced high-strength steels. What a surprise.

All of this speculation about the use of more lightweight materials is motivated by the aggressive federal fuel-efficiency targets full-size pickups (those with a gross vehicle weight rating less than 8,500 pounds) will have to meet in the near future. Now that Ford is pushing the industry, it makes sense that others are likely to follow. Making vehicles lighter will naturally help improve a vehicle's EPA fuel economy numbers, but there are many other ways pickup truck makers can help their average fuel economy as well. Look for more less conventional solutions coming down the road, as well.

From www.pickuptrucks.com
Cars.com image by Mark Williams

Diesel Pickups Gain in Popularity

Ever wonder which state last year had the most pickup trucks with a diesel engine under the hood? Did you ever think about which state — in 2013 — had the highest percentage of vehicles on the road that have a bed at one end and a combustion ignition setup inside the engine block? Well, the Diesel Technology Forum just released its 2013 statistical report, which provides all those numbers for 2013 and much more.

According to the DTF, a larger percentage of total drivers have diesel pickup trucks in the central north region than anywhere else in the U.S. Specifically, Montana leads the way because of energy exploration and mining operations, as do all of its neighbors. As to the leader of diesel pickups, it probably comes as no surprise that the state that has the most pickups in the U.S. also has the most diesel-equipped pickups: Texas, with almost 750,000.

Other interesting tidbits include the fact that West, Southwest and Midwest states (like California, Arizona and Illinois) are experiencing the fastest turbo-diesel pickup growth, while Northeast states (like Vermont, Delaware and New Hampshire) are growing much faster than ever as well.

Check out these facts and more in the full report by clicking here.

The top 10 states with most diesel registrations in 2013:

1. Texas, 747,760
2. California, 478,847
3. Florida, 243,887
4. Washington, 202,384
5. Colorado, 174,337
6. Pennsylvania, 170,274
7. Oregon, 161,007
8. North Carolina, 159,679
9. Georgia, 157,332
10. Ohio, 157,005

Image from Diesel Technology Forum

From  www.pickuptrucks.com

Tommy Gate - G2 Series - Pickup and Service Operation

Tommy Gate - G2 Series - Pickup and Service Operation

Upgrading Refuse Fleets to CNG: Three Considerations Beyond Economics

Refuse fleets are one of the fastest growing markets for compressed natural gas, primarily because of the significant fuel cost savings that can be realized. The Natural Gas Vehicle Institute offers these key factors refuse fleets need to examine when considering upgrading to CNG.

Refuse fleet operators carefully examine the economics of adding natural gas vehicles to their fleet, taking into consideration the obvious economic factors of fuel cost savings and vehicle procurement costs.

In a fleet where the cost difference between diesel and natural gas ranges from $2 to $3 per diesel gallon equivalent (DGE), vehicles that use approximately 10,000 gallons of fuel per year will save the refuse operator $20,000 to $30,000 per year. Multiply that savings times the number of vehicles in the fleet, and again by the average life of a refuse vehicle, which is 12 years, and the dollars start to really add up. Even when you consider the incremental cost of a natural-gas-powered refuse truck at $30,000 to $40,000 per truck, the economics can play out nicely.

However, the analysis for potentially upgrading a refuse fleet to CNG can’t end with the economics. Here are three sometimes overlooked considerations.

Maintenance and Repair Facility Modifications

Virtually all existing maintenance and repair facilities for refuse fleets were originally designed for diesel (or gasoline) powered vehicles. These fuels are heavier-than-air and pool on the ground when leaked. If these facilities are now expected to also accommodate natural gas vehicle repair, they must be evaluated and modified to meet the fire, electrical, mechanical, building and other safety codes for natural gas. Natural gas is a lighter-than-air fuel which rises and dissipates when leaked, and facilities where natural gas vehicles will be repaired must be capable of functioning in a safe manner.

In each facility, the building envelope, as well as the ventilation, lighting, heating, and electrical systems, must be evaluated along with any below-grade surfaces. In addition, functions must be evaluated such as welding and hot work. Maintenance and repair facility evaluations should be performed by a qualified and experienced company. Otherwise, the refuse fleet may wind up performing modifications that are either inadequate to meet the codes, resulting in disapproval by the authority having jurisdiction, or paying for modifications that are significantly overdesigned and cost more than they should.

As an example, NGVi recently completed a facility evaluation for a large major heavy-duty vehicle dealer who had received an initial evaluation and cost estimate of $800,000 from an inexperienced provider. When NGVi completed its evaluation and made appropriate recommendations, the more realistic cost estimate was $490,000.

The effective maintenance facility evaluation will include not only a report of the recommended modifications to bring the building up to code for NGVs, but a cost estimate of the modifications to be performed. Armed with this information, the refuse fleet will have a fuller understanding of the requirements to upgrade not only the vehicles but the maintenance facility to CNG, and will be able to plan and even analyze costs and payback more accurately.

Choosing the Best Fueling Option

Some fleets try to make the decision to upgrade to CNG without a clear understanding of what type of fueling they need and what will be most beneficial for them from both an operating standpoint, as well as an economic perspective. Working with an unbiased expert helps refuse fleets review all the fueling options, look forward to project both current and future needs, and arrive at the fueling solution that best meets the fleet’s needs.

Refuse fleets have multiple options when choosing how to fuel their vehicles. While some choose to fuel their vehicles at public CNG stations, many refuse fleets choose to operate their own time-fill fueling stations because refuse fleets usually have ideal characteristics (parked overnight at a central facility) for that type of fueling. Other refuse fleets choose fast-fill fueling stations that they also own and operate — and many refuse fleets have a combination of both.

Time-fill fueling is significantly less costly than fast-fill fueling because the fuel is provided to the vehicles directly from the compressor(s), which usually are set to start up and fuel the vehicles overnight. This means there’s no need for more costly CNG storage, and it’s easier to plan for and accommodate fleet expansion.

Employee Development and Training

Perhaps the most frequently overlooked component of deciding to upgrade to CNG is assessing the employee development and training needs before the upgrade begins. In tandem, many companies recognize the need for technician training, but don’t immediately grasp the necessity to train supervisors, operations personnel, safety managers, risk managers, and others who will be involved in the process of integrating CNG into the refuse fleet. Here are NGVi’s general recommendations:

    Every technician — regardless of whether or not they will be repairing NGVs — should take basic NGV safety training which covers the properties and characteristics of the fuel, the components of the CNG fuel system and their serviceability, how to fuel and defuel a vehicle, and the principles for safely working on natural gas vehicles inside a maintenance facility.
 
More advanced technicians — those who will be conducting the federally mandated CNG fuel system inspections every three years or 36,000 miles or after any fire or accident, should receive CNG Fuel System Inspector training. In addition, NGVi recommends for a second layer of safety and liability protection that all trained technicians receive Fuel System Inspector Certification offered by CSA Group.
 
And finally, it is essential that technicians who will be diagnosing and repairing heavy-duty NGVs receive training that includes properties of the fuel, safety procedures for CNG, high-pressure lines and fittings, installation requirements of natural gas components, maintenance intervals and procedures unique to NGVs, engine systems and diagnostics, and how to perform basic repair procedures.

While economics are probably the most important factor when considering the upgrade to CNG, refuse fleets that are on the front-end of the decision will have a more complete picture by factoring in the maintenance facilities modifications, fueling options, and employee development and training needs. The result will be a more thorough analysis and, ultimately, a smoother transition to the premium fuel — natural gas.

Annalloyd Thomason is vice president/general manager for the Natural Gas Vehicle Institute. This article originally appeared in the NGVConnection newsletter from the Natural Gas Vehicle Institute (www.ngvi.com). Used with permission.

10 Fathers Day Gifts for Pickup Truck Guys

Have a dad who digs trucks as much as you do? Finding the right gift can be a challenge, especially if you've waited to the last minute. But don't stress, we've got you covered, or should we say, the internet has you covered. Here are 10 last-minute cool and unusual gifts for the pickup-loving dad on your list. Find the list Here.

From www.pickuptrucks.com

Ranger Van racking systems and storage solutions for Contractors

Ranger van racking systems for contractors are basic cargo van outfitting packages which allows for lots of storage space and safe spots for small tools and parts.  A sturdy partition, tough shelving and some user friendly hooks can transform your cargo van into something that is useful, practical and even better, something you’re proud of!

North Bay Truck Center is a Ranger Van Interior System Dealer in Fairfield, CA.

To find out more, you may call North Bay Truck Center at 707-427-1386.

Also find us at http://www.northbaytruckcenter.com

2014 Silverado 1500: Even Better -- #SilveradoStrong | Chevrolet

Strong just got stronger. Introducing the all-new 2014 Chevy Silverado 1500 with the most innovative cargo bed in its class, quiet cabin and title of 2014 North American Truck of the Year. Learn more about our June offers by visiting: http://www.chevrolet.com/silverado-of...

Connect with Chevy Trucks on Facebook at https://www.facebook.com/ChevyTrucks or follow @Chevrolet on Twitter at http://www.twitter.com/chevrolet.

2015 Ford F-150: Seen on the Streets

Like an encounter with the elusive Bigfoot, we got a big surprise when we found ourselves face-to-face with the brand-new aluminum-bodied Ford F-150, due at dealerships toward the end of the year. In the midst of our 2014 Ultimate Heavy-Duty Challenge in and around Ann Arbor, Mich., area, we had the chance to see a fully loaded 2015 Ford F-150 4x4 Lariat Sport.

Clearly this was an early build vehicle, out of its cage long before any journalists will have a chance to get behind the wheel, but we were allowed to touch it and take photos in the protected area behind our hotel. Build quality looks impressive, and the level of detail and technology in the truck is impressive.

We spent a lot of time scrolling through the multilayered information screen (between the speedometer and tachometer) where the data is sorted like a filing cabinet, clicking on tabs and lists to set and access all sorts of numbers and settings. The towing mirrors have tremendous capability, and cameras embedded into the mirrors provide the new half-ton with the segment's first 360-degree capabilities. Also, the front EcoBoost air intake is equipped with automatic shutters that allow the engine to both cool and warm up faster for better efficiency, which should directly translate into better fuel economy. Finally, and we thought this one needed more consideration, the trailer brake controller is buried far under the dash — making it even more difficult to see or grab easily than in the 2014 model.

No doubt we'll be seeing more of the new F-150 as more of the pickup trucks come out of the Dearborn Truck Plant. From what we understand, the trucks won't get to dealerships until the fourth quarter of the year so this could be the best time to get a good deal on a current-generation F-150. Ford will have to be careful with inventory as it makes the changeover and dealers wind down their current inventory. A misplayed hand in the early stages could rob Ford of any new-truck momentum as it heads into 2015.

From: pickuptrucks.com/
Cars.com photos by Mark Williams

Lowe's Transitions to Natural Gas Trucks

For more than a decade, Lowe's has worked with carriers and environmental partners to reduce our greenhouse gas emissions and fuel costs while promoting responsible transportation practices across the industry.

We expanded those efforts in 2013 by launching a dedicated fleet of natural gas-powered trucks at our regional distribution center in Mount Vernon, Texas. The dedicated fleet is among the first serving a major retail distribution center in North America to run solely on natural gas, a cleaner and more economical alternative to diesel fuel. With the transition from diesel, we expect to reduce greenhouse gas emissions nearly 20 percent and cut fuel costs.

Natural gas trucks are now active at Lowe's distributions centers in seven states. Our goal is to replace all of our diesel-powered dedicated fleets with natural gas trucks by the end of 2017. For more on Lowe's responsible transportation practices, visit http://responsibility.lowes.com/.

For more ideas to improve your home, check out Lowe's on other social media channels:
Facebook - http://www.facebook.com/lowes
Twitter - http://www.twitter.com/lowes
Pinterest - http://www.pinterest.com/lowes
Instagram - http://www.instagram.com/loweshomeimp...

Subscribe to Lowe's YouTube: http://bit.ly/1blLmvD or head to our channel: http://www.youtube.com/Lowes

How Ford Quietly Went About Early Testing of New F-150 Cargo Box with Real Customers in the Toughest Conditions

•     Beginning in 2011, at job sites including a Nevada gold mine and a Pennsylvania dam, as well as in servicing power lines in Appalachia, six prototype F-150 pickups with high-strength, aluminum-alloy cargo boxes have been quietly tested in the hands of longtime Ford fleet customers
•     Extreme real-world customer testing early on has helped prove durability of aluminum alloy and determine final cargo box design, ensuring the all-new Ford F-150 will be the toughest F-150 yet
•     First time Ford has given customers advanced prototype vehicles so far ahead of production

Ford Motor Company went beyond its labs to test a key part of the all-new Ford F-150. The company embedded six prototype pickups – each with an experimental aluminum-alloy cargo box – at some of its fleet customer job sites then quietly went about evaluating the design and engineering of the next-generation pickup in the toughest conditions.

Three longstanding Ford fleet customers, unaware of Ford’s experiment, took delivery of prototype F-150s with current steel bodies and all-new, high-strength, aluminum-alloy cargo boxes in 2011. Three years later, these fleet customers and the Ford team who built the prototype trucks are convinced the new 2015 Ford F-150 will be the toughest truck the company has ever made.

“Our customers demand the highest levels of toughness and productivity – so we wanted to test the truck outside, in the harshest conditions and in the hands of real customers – with no limits,” said Larry Queener, program manager for the new F-150. “But we did not want these customers to know what was different. So, when we gave them the prototype vehicles, we told them to use the trucks like their other hard-working Ford trucks, and we would be back to follow their progress.”

Denis Kansier, F-150 prototype lead engineer, visited the customer sites every three months to check on the integrity of the vehicles and identify possible adjustments to the design of the new Ford F-150.

“This secret testing almost immediately yielded results and lessons we have rolled into the all-new F-150,” said Kansier. “For example, we made the cargo box floor thicker to improve strength, and we made modifications to the tailgate based on lessons we learned through customer usage.”

The six-vehicle fleet accumulated more than 350,000 miles in just more than two years.

Blind testing with customers

The job sites where the real-world testing was done were chosen for the tough nature of the work these fleet customers do there – from picking up and hauling heavy objects, like 40-pound pintle hitches used for heavy towing, to rolling over unforgiving off-road terrain. The customers were given two prototype vehicles each. The customers and the sites they worked on include:

    Barrick Gold Corporation, Elko, Nevada: The Barrick surveying team drove the vehicles through severe terrain at the company’s Bald Mountain and Cortez mines, including travel into mine pits before and after blasting. The prototype F-150 trucks are still being driven between 100 and 300 miles a day, and have accumulated more than 150,000 miles between them
    Walsh Construction, Holtwood, Pennsylvania and Birmingham, Alabama: Walsh Construction was selected for the severity of use at two of its work sites – first, a hydroelectric dam in Lancaster, Pennsylvania, then a highway interchange construction site in Birmingham, Alabama
    Regional utility company in North Carolina: One F-150 prototype was assigned to a meter reading crew that drives up steep mountain roads; the second truck was assigned to line crews that drive up overgrown paths to replace old poles and electrical lines. The meter readers removed the truck’s tailgate to improve visibility – an alteration Ford engineers responded to by incorporating height modifications into the final F-150 design. The trucks at these sites are still being driven an average of 200 miles a day

As the testing of these six F-150 prototypes ensued, drivers began to notice differences compared to typical steel truck beds. One of the differences they noticed was a lack of rust.

“They told us they noticed the boxes did not produce red surface rust when heavy use scratched through the paint,” said Kansier.

The fleet customers were informed of the modified, high-strength aluminum-alloy cargo box at the reveal of the all-new F-150 at the North American International Auto Show in January. The prototype trucks are still in use at these three companies.

To watch the customer tough testing in action at Barrick Gold Corporation, visit https://www.youtube.com/watch?v=EBuYbGXVHdE&feature=youtu.be.

Tough testing strategy

Ford’s extensive testing strategy for the new F-150 includes three phases that will allow engineers to understand how each truck stands up under an array of harsh conditions: “We Test,” which takes place in Ford labs, “They Test,” at fleet customer sites and “You Test,” in which consumers will have an opportunity to put the new truck through its paces.

In addition to testing by the three fleet customers, prototype F-150s have been tested in a number of real-world environments. Among them is Davis Dam – a durability route in a remote corner of northeast Arizona – where the F-150 climbed 13 miles pulling a maximum trailer load in 120 degree heat. In California’s Anza-Borrego State Park, an hour east of San Diego, the truck ascended a mountain of sand and rock with a 30-degree grade, sometimes reaching an altitude of 6,000 feet, 250 times over five days – all without fail.

For a graphic of all the testing courses, which span coast to coast, click here.

Before the first 2015 F-150 rolls off the assembly line, the new truck will have been subjected to 10 million miles of combined real-world and simulated durability testing. For a list of some of the ways Ford has torture tested the next-generation F-150, visit https://media.ford.com/content/fordmedia/fna/us/en/news/2014/04/09/10-ways-ford-torture-tested-the-2015-F150.html.

About Ford Motor Company

Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 183,000 employees and 65 plants worldwide, the company’s automotive brands include Ford and Lincoln. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford and its products worldwide, please visit corporate.ford.com.

Con-way Truckload Purchases 550 New Tractors, Invests in Automatics and 6x4s

Con-way Truckload announced its purchase of 550 new tractors, 540 of which will be equipped with automatic transmissions and all with driver-preferred 6x4 axles.

Con-way says its decision was driven in part by driver requests for automatics, along with the company’s desire to lower the barrier of entry into a driving career. Previously, the Con-way Truckload fleet included 50 automatic transmissions.

“We’ve found that many younger drivers looking to enter the industry prefer the automatic transmissions because it removes the perception that operating a truck is outside of their ability,” said Gretchen Jackson, recruiting manager at Con-way Truckload. “Truck driving is an essential role within the economy and, given the current driver shortage, we want to provide career opportunities for those who have an interest but may think the job is unattainable.”

The purchase includes tractors manufactured by Kenworth, Volvo, Navistar and Freightliners. The new tractors will be on the road by December in a replacement cycle that will maintain the company’s 2,700-tractor fleet.

Con-way Truckload is an operating company of Ann Arbor, Michigan-based Con-way Inc., which is ranked No. 3 on the Transport Topics Top 100 listing of U.S. and Canadian for-hire carriers.

By Transport Topics
From http://www.ttnews.com/articles/