Major truck and component manufacturers arrived at this year’s ConExpo-Con/Agg, Las Vegas, and Mid-America Trucking Show, Louisville, with new models or existing equipment upgrades—all bearing steel, aluminum, rubber or technology touches ready to lower ready mixed and concrete product delivery costs.
With Environmental Protection Agency 2010 diesel exhaust treatment engrained in heavy-duty vehicle specs, OEMs are moving on to vehicle weight-reduction measures—rooted in EPA fuel efficiency and greenhouse gas benchmarks drawn for the remainder of the decade—and remote diagnostics and other telematics-enabled management tools. Caterpillar, Kenworth and Peterbilt have the newest truck models suited to mixers, dumps, and severe-duty tractor-trailers, while Mack Trucks—whose iconic Bulldog sports a new profile—maintains its market position on the strength of the Granite series.
With mixer truck sales gradually on pace to return to more normal annual shipment levels—following a slump matching the drop in concrete deliveries from 2007 to 2012—body builders are improving drum designs, rolling out new front discharge models, and adapting mixers for compressed natural gas power. These and other developments are evident as Concrete Products tracks offerings shown in March at the Las Vegas Convention Center and Kentucky Exposition Center gatherings. — Don Marsh
|The latest X One addition is the line haul-geared Energy T (above). It features Michelin’s Advanced Casing Technology, engineered to reduce irregular wear—common in dual and wide base single trailer tires—by imparting a contact patch with a consistent footprint, regardless of payload weight. Available in a 445/50R22.5 size, the SmartWay-verified Energy T tire has solid shoulders and microsipes that also help resist irregular wear. A companion model has been added to the Michelin Pre-Mold Retread series. The X One XZY3 (below) is Michelin’s wide base workhorse for on/off highway trucks.|
CATERPILLAR INC. | CT681 VOCATIONAL TRUCK
Company has added to its Class 8 heavy-duty work truck line the CT681, a mixer- and dump-ready, set-forward axle model designed for operators contending with restrictive road and bridge load limitations. It was unveiled at ConExpo-Con/Agg 2014, nearly three years after a charter model, the set-back axle CT660, proved a key draw at the Las Vegas show’s 2011 staging.
In a dozen-plus customer demonstrations, the CT681 has toiled in a variety of field applications since the third quarter of 2013, equating to more than three years of truck operation. “Customers hauling heavy loads or working in extreme conditions appreciate the CT681’s rugged durability and styling,” says Caterpillar Global On-Highway Truck Product Manager Dave Schmitz. “We designed it to work hard and last for years, even in the toughest applications.”
With a 114-in. bumper-to-back-of-cab length, the CT681 is powered by a Cat CT Series Vocational Truck Engine and available with Cat CX31 automatic or Eaton manual transmissions, plus an optional front frame extension and front engine power takeoff. Vertical tie-in plates mounted behind the cab simplify concrete mixer drum mounting. The CT681 and CT660 share many features and components, including a spacious, ergonomic cab, and are backed by bumper-to-bumper service at 400-plus Cat dealer locations in North America. Full CT681 production is expected in mid 2014. — www.drivecat.com
|The latest X One addition is the line haul-geared Energy T (left). It features Michelin’s Advanced Casing Technology, engineered to reduce irregular wear—common in dual and wide base single trailer tires—by imparting a contact patch with a consistent footprint, regardless of payload weight. Available in a 445/50R22.5 size, the SmartWay-verified Energy T tire has solid shoulders and microsipes that also help resist irregular wear. A companion model has been added to the Michelin Pre-Mold Retread series. The X One XZY3 (right) is Michelin’s wide base workhorse for on/off highway trucks.|
MICHELIN | WIDE BASE X ONE TIRE
As vehicle weight and fuel economy become more important for on/off- and on-highway heavy-duty fleets, Michelin Americas Truck Tires reports accelerated X One series. Less than four years after topping the 1 million unit mark—realized over an eight-year window—the company has reached 2 million deliveries of the wide base model.
The Michelin X One line-up includes the XZY3 on/off road all position tire with high chip and cut resistance and the XZU all position tire for urban and regional applications. Both models feature aggressive shoulder rib design for wet and soft soil traction; extra sidewall/shoulder thickness and aggressive rib design to protect against shock and impacts; and, groove bottom protectors that help eject stones and curtail stone drilling. Rounding out the X One series are the Line Energy T (new in 2014) and Energy D line haul trailer and drive, XDN 2 line haul and regional drive, and XTE regional trailer tires. Except the XZY3, all are available in X One Pre-Mold Retread series.
|The 2 millionth X One was revealed shortly after the doors opened for the 2014 Mid America Trucking Show in Louisville. Demand for the wide base tire is on a sharply upward curve as heavy-duty fleets prioritize weight and fuel savings.|
“X One technology [adoption] has accelerated because of the fuel and weight savings it brings our customers,” says Michelin Americas Truck Tires Vice President of Marketing Ted Becker. “We look forward to delivering additional savings with the launch of the new X One trailer tire featuring the breakthrough Advanced Casing Technology.”
Fleets switching to X One tires have experienced up to a 10 percent improvement in fuel efficiency and more than 740 lb. of weight savings per truck. The X One technology also allows line haul and regional customers to meet Environmental Protection Agency SmartWay requirements and CARB regulations. — www.michelin-us.com
|Link engineers have cleared the center of axle area on the new SS-135 by moving the lift air bags on the existing model (shown here) to points flanking the frame rail cross beam and above the lifting arms.|
LINK MFG. | SS-135 SUSPENSION AXLE (UPGRADE)
In a redesign of the 13,500-lb. capacity Duralift Self-Steer Suspension Axle, engineers have simplified maintenance by opening up the center area, from which lift air bags—paralleling the truck rail cross beam—have been moved to points above the lift arms. Bag placement in new housing assemblies, flanking the cross beam, reduces bushing wear and potential puncture, and minimizes interference with other components on certain vehicle types.
New Duralift 13.5 Specifications
Capacity 13,500 lb.
Weight 905 lb.
Travel height 13 in.
Lift height 9.5 in.
Frame width 33.5–35 in.
Ride height 8-16.5 in.
The assemblies bear on the SS-135’s interchangeable frame rail brackets, which can reduce axle installation time by more than 20 percent compared to other models. The interchangeable design enables installers to control inventory and related costs, as it requires stocking of only four bracket sizes to mount any Link lift axle. The upgraded SS-135’s standard wheel end and brake components simplify maintenance and further limit inventory commitments. Standard fender brackets and optional reverse lock brackets can be installed without hub removal.
Link announced the new Duralift SS-135 at the Mid America Trucking Show, indicating a late-May scheduled release and plans to include the axle in the five-day shipping program covering its entire series. — 800/222-6283; www.linkmfg.com
ROTARY LIFT | MACH SERIES COLUMNS
Mobile columns are available in sets of two, four, six and eight, with either 13,000-lb. or 18,000-lb. column capacity. Six of the highest capacity columns will lift virtually any road-legal chassis.
“The wide range of combinations available with the Mach series ensures a fit for any lifting need,” says Rotary Lift Heavy-Duty Product Manager Doug Spiller. “Mach series mobile column lifts make sense for construction fleets that range from pickups to concrete mixers and even heavy equipment, because columns can be added or removed to meet any vehicle weight.”
Each column is identical, so the technician can operate the entire lift from any column, reducing setup time. A patent-pending control panel features an intuitive graphic layout that makes it easy to quickly get the vehicle in the air. Mach series mobile column lifts are battery powered, so they can be used throughout the shop. This allows technicians to lift a vehicle wherever is most convenient, instead of waiting for a specific bay to open up.
Mach series lifts require no installation, which saves money up front, and they can be moved out of the way when not in use to free up space for other projects. To help the user get the vehicle in the air quickly and efficiently, the 13,000-lb. and 18,000-lb. capacity Mach series columns have respective 68- and 78-second rise times. Combined with such features as the Mach series’ spring-loaded automatic steering system and brakes, the quick rise times maximize efficiency and reduce downtime. Mach series lifts are available in both wired and wireless versions. — 800/640-5438; www.rotarylift.com
ANDERSON ECO-FLAPS SPLASH GUARDS
With an eye toward fuel economy and vehicle performance, guards’ innovative design significantly cuts wind resistance (drag)—proven in real-world applications in North America over the past five years and through standardized procedures under the SAEJ1321 Type 11 Fuel Economy Test. The splash guards can reduce mile-per-gallon consumption up to 3.5 percent.
At speeds over 45 mph, wind resistance and aerodynamic drag can impact one-third of a vehicle’s fuel consumption. Conventional, solid mud-flaps can contribute as much as 8 percent to this equation, the manufacturer notes, and act as an additional anchor to drive up fuel consumption and costs. Eco-flaps’ molded, wing-shaped channels reduce wind resistance and drag, moving air and water through the flap surface with minimal drag.
After moving through Eco-flaps’ wing-like channels, air and water flow reaches a dead-air zone on the back surface of the guard. Water in the dead-zone then falls to the road surface. This flow pattern significantly reduces excessive road spray when compared to traditional mud flap designs. By directing water spray to the pavement rather than into passing or trailing vehicles’ lines-of-sight, the Eco-flaps design plays a critical role in improving safety for both truck drivers and motorists.
Eco-flaps are manufactured from a durable, high-impact nylon that has been tested to 200 degrees above and 200 degrees below 0. Increased durability in the face of weather extremes means they provide a longer life than conventional mud-flap construction and materials.
The easy-to-install Eco-flaps are interchangeable with current mud flaps and don’t require any additional equipment or hardware. They are available in 24-in. and 30-in. lengths for tractor and trailer applications, meeting all DOT requirements. Custom colors with custom graphics or logos also available. — www.Ecoflaps.com
East Mfg. broadens all makes parts, trailer service offering
An expanded Aftermarket Parts & Service program for dump, flatbed, and drop trailers will provide all makes parts and service support across the U.S. and Canada through 70-plus East Mfg. Authorized Dealer locations. It offers fleet and owner-operator accounts maintenance and repair services on-site for all makes and models of major trailer models.
In addition to exclusive parts, East offers common parts for all makes, such as airbags, lights and wheel ends. For faster service, the company is establishing a new drop-ship program, which permits parts to be shipped directly from the vendor.
“This enhanced program is customer driven,” says East Director of Aftermarket Parts Sales & Service Dave Miedl. “Fleets and owner-operators will gain peace of mind through attention to detail, customer service and emergency support.”
ALCOA | MAGNAFORCE ALLOY WHEELS
Unveiled at the Mid America Trucking Show, the 40-lb. Ultra ONE is 47 percent lighter than steel wheels of the same size, and 11 percent lighter than wheels bearing the company’s flagship 6061 aluminum alloy. To take five pounds out of the line’s lightest heavy-duty truck wheel, staff at the Alcoa Technical Center—the world’s largest light metals research center—invented the patent-pending MagnaForce alloy. In addition to its reduced weight characteristics, MagnaForce is on average 17 percent stronger than the 6061 alloy in similar applications.
The Ultra ONE is available in the industry standard 22.5- x 8.25-in. size for heavy-duty, commercial transportation, and is being readied in all OEM customer data books. Truck manufacturers can specify Ultra ONE using the product code ULTRAx, and list it in all popular Alcoa finish options.
“Alcoa continues to reinvent the wheel. Our new innovation is heavy-duty without the ‘heavy,’ and looks great, too,” says Alcoa Wheel and Transportation Products President Tim Myers. “[Our] unique mix of manufacturing, technology and lightweight metals expertise enabled this breakthrough. Major fleets are already lining up to take advantage of it.
“No manufacturer has produced a wheel with an alloy superior to Alcoa’s 6061 material. MagnaForce opens the door to production of the strongest, lightest wheels to increase fleet payload, improve fuel efficiency and enhance sustainability.”
Fleets have increasingly converted to aluminum wheels that offset the weight of necessary pollution-control equipment used to meet federal emissions regulations, he adds. Lighter wheels also improve fuel economy, making up for rising fuel prices and helping move goods in a cleaner way. — Alcoa Wheel and Transportation Products, www.alcoawheels.com
LIGHTWEIGHT ALLOY DNA
Alcoa Wheel and Transportation Products has launched a progression of innovations since inventing the forged aluminum model in 1948. The Ultra ONE wheel debuted in Louisville six months after the company announced commercial availability of what it billed as the most advanced aluminum wheel alloy in 45 years. The MagnaForce material opens the door for lighter weight wheels at increased strength with the same corrosion-resistant characteristics as the industry standard, Alcoa’s 6061 alloy.
Alcoa cites industry leadership since inventing the forged aluminum wheel in 1948, tapping an alloy it had developed for the aerospace industry. In 1968, it set the industry standard again when it launched the 6061 alloy for forged aluminum wheels. The strong, corrosion-resistant material remains a standard for all major forged aluminum wheel manufacturers. Alcoa engineers and scientists have continually met increasing demands for lighter weight wheels, engineering products today that are 10 pounds lighter than wheels from 20 years ago, using the same alloy.
A 22 percent compounded annual growth rate from 2009 to 2013—with 67 percent of sales driven by proprietary technologies—has positioned Wheel and Transportation Products among Alcoa’s fastest growing businesses. Staff at the Alcoa Technical Center, the world’s largest light metals research & development center, located outside Pittsburgh, formulated the MagnaForce alloy over a two-year period.
ULTRA ONE: STANDARD ON EAST TRAILERS
Ohio-based East Manufacturing Corp. announced at the Mid America Trucking Show that the new Alcoa Wheel and Transportation Products Ultra ONE 22.5- x 8.25-in. wheel will be standard on all of its trailers specified with 22.5 dual-tire set-up.
At just 40 pounds, the Ultra ONE is the lightest wheel in its class to increase payload while strong enough for demanding applications, East Manufacturing officials note. The wheel delivers unmatched strength for unprecedented weight savings, they add: Its one-piece forged aluminum strength is five times stronger than steel wheels with a 7,400-lb. load rating and 130-psi inflation rating.
East Manufacturing is the first to offer the new premium wheel as standard trailer equipment, billing it as a premium choice in the marketplace without the premium up-charge. “Supplying customers with a premium wheel as a standard for their 22.5-in. wheel needs helps fulfill our mission for providing optimum payload to our customers,” says East Manufacturing President Dave de Poincy.
The Ultra ONE is offered with the same finishes as Alcoa’s current wheel: Clean Buff; Mirror Polished; and patented Dura-Bright Surface Treatment, and saves 40 pounds per tandem axle versus the current 22.5 wheels.
XL TRAILERS | LIGHTWEIGHT BOTTOM DUMP
A key player in custom-engineered, heavy haul trailers plans fall 2014 release of the XL Bottom Dump, a rugged, versatile model built to travel over rough terrain. The trailer was unveiled at ConExpo-Con/Agg 2014 in March, and shifted to the Mid America Trucking Show later that month, with demonstrations in Texas and other south central markets set to begin this spring.
Well suited to hauling and transferring aggregates, the XL Bottom Dump features a customized, extra large upper hopper opening—at 96 x 193 in. it’s reportedly the largest in the industry. At 53 in. high, the upper hopper is made out of 10-gauge steel and uses a flip and go tarp system. The lower hopper is 59 x 118 in. and equipped with ASTM A-572 10-gauge plate. Both the upper and lower hoppers are fitted with reinforced side walls for added strength and stability.
The 40-ft. XL Bottom Dump features a 9 ft. 2 in. side height, plus 10-in. boards. Its light weight—12,750 lb., including tarp and push-block—enables up to 25-yd. capacity loads using the boards. Like the lower hopper, the gates are made of ASTM A-572 steel and feature adjustable side locks. To maneuver over large piles, an oscillating fifth wheel pivots as needed with an 18-in. kingpin setting. Equipped with two 25,000-lb., 5-in. tubular axles, the trailer has cut and chip resistant tires for on- and off-road use, plus 16.5- x 7-in. brakes.
The air-operated gate system has two 8-in. cylinders, in-line filter and lubricator, 60-gal. air reservoir and quick exhaust valves. Prepped for electronic cab control, operators can open and shut gates from the cab or from the ground using manual override. A heavy-duty push-block is 44 in. wide and 10 in. tall for off-road jobs — XL Specialized Trailers, 877/283-4852; www.xlspecializedtrailer.com
BRIDGESTONE COMMERCIAL SOLUTIONS | M854 TIRE
Company’s newest rib-type, all-position tire, the wide-base radial M854, suits severe on/off highway applications, including the tough environment-prone concrete mixers and dump trucks.
“Construction fleets travel on loose terrain and uneven surfaces, which requires a specially designed tire to withstand these demands,” says Bridgestone Commercial Solutions Director of Truck & Bus Marketing Matt Loos. “The M854 features advanced construction providing long mileage, aggressive traction and strong casing durability. A wide footprint maximizes tire grip, while cap/base compounding and optimized casing construction improve overall occurrence of irregular wear, extending original tread life.”
Additional M854 features include aggressive tread pattern for traction; wide tread design for higher payload and flotation so tires maintain grip and traction without digging into the ground; and, special compounding to extend service life while providing to cut, chip, tearing and irregular wear resistance. The tire will be available in three sizes in the U.S. and Canada, beginning with the 425/65R22.5; the 385/65R22.5 and 445/65R22.5 will be available later this year. — www.bridgestonetrucktires.com
|The Kimble KF3200C premiered at ConExpo-Con/Agg, complete with Genesis M Topcoat over E2 Primer. The two-component acrylic polyurethane finish is high gloss, durable, plus chemical- and solvent-resistant. It can be air-dried and force-dried, and is available in solid or metallic colors. Sherwin-Williams Automotive Finishes formulates the Genesis family of primers, topcoats and companion products for heavy-duty trucks and manufacturing equipment.|
SHERWIN-WILLIAMS | KIMBLE MFG.
Genesis Primers, Topcoats KF3200c
Suited to Class 8 trucks and OEM equipment, Genesis Commercial Coating Systems feature these company-cited benefits: 1) ease of application, as systems are very “process friendly” with customizable cure temperatures and application methods to meet the needs of most facilities; 2) an optional component, the GH2099 hardener, with enriched cleaning capabilities that eliminate the need to use harsh chemicals or solvents and enable concrete removal with high pressure wash; and, 3) support from a network of nearly 200 stores that will help service one location or provide consistent products and service to a multi-site business.
Kimble Manufacturing’s first production KF3200C mixer, shown at ConExpo-Con/Agg ahead of delivery to South Carolina’s Capital Concrete, sports Genesis E2A933P Epoxy Primer and M Single Stage Topcoat. Designated 3.5 VOC DTM-Z, the former is a low-VOC, two-component formulation offering what developers note is excellent direct-to-metal adhesion with zinc-enhanced corrosion resistance over properly cleaned steel substrates. The 3.5 VOC Epoxy Primer E2 series, they add, features greater flexibility than standard epoxy primers, requires no induction time, and can be topcoated as soon as 30 minutes after application.
Genesis M is designed for high production where edge coverage and ease of application are required. It is available in 2.8- and 3.5-lb./gal. VOC levels, features either air-dry or baking capabilities, and offers excellent flow and leveling. In addition to sag resistance, the topcoat imparts gloss and durability, and is available in thousands of solid and metallic colors.
In addition to the E2 and M products, the Genesis series includes: HP Process Premium Single-Stage Topcoat, a two-component urethane topcoat featuring technology yielding quick process times with no baking required, and potential energy savings up to 75 percent; LV Single-Stage System Topcoat, at 2.0 VOC or lower, for premium fleet refinishing and original equipment manufacturing; G4 Premium Basecoat System, formulated for performance to meet rigorous OEM standards and enhanced color match capability, including OEM colors for fleets, trucks, specialty vehicles and manufacturing equipment; and, the flagship GC Premium Single Stage Topcoat, offering superior gloss and durability at 3.5-lb./gal. VOC level with either air-dry or baking capabilities. — 800/798-5872; http://genesis.sherwin-automotive.com/home; www.kimblemixer.com
MTU AMERICA | SERIES 1300 ENGINE
An off-highway engine specialist, Daimler- and Rolls Royce-backed MTU is customizing the Series 1300 engine, based on the Detroit DD13, for both off-highway and on-highway vehicles in North America. In the latter version, engineers have especially focused on calibration and exhaust aftertreatment solutions unique to front discharge mixer trucks. The on-highway Series 1300 is exclusive in Kimble Mixer Co. front discharge models and the primary power for Terex Construction FDs.
The 12.8-liter, six-cylinder engine is available in 350- to 470-hp and 1,250- to 1,650-lb.-ft. torque ratings. Among standard features: electronic engine management and interface module; turbo charging, air to air charge cooling; high pressure exhaust gas recirculation system; 1-Box exhaust aftertreatment system with selective catalytic reduction; and, closed crankcase ventilation. Options include exhaust brake system; auxiliary rear engine power takeoff; AC compressor; and, fan drive and cooling fan.
The engine design is based on a sturdy rear gear train and ribbed cast iron block to minimize noise, vibration and harshness. An electronically controlled, wastegated, asymmetrical turbocharger applies the proper back-pressure to efficiently enable exhaust gas recirculation and maintain engine performance. Rear-engine and front-engine power take-off options suit certain applications. Kimble Manufacturing specs the Series 1300 exclusively for the new KF3200C front discharge model.
Exhaust treatment system combines diesel oxidation catalyst, particulate filter and exhaust fluid doser, plus SCR catalyst in the same package. Product engineers cite the system’s optimal packaging solutions for a variety of truck configurations; reduced number of parts for ease of serviceability; and, provisions to lower exhaust back pressure, raising fuel economy.
An amplified common rail system gauges each injection to minimize fuel consumption. It works with electronic engine controls to deliver the exact amount of fuel needed at the right moment, creating an optimal combustion event. Fuel-saving features recently added to on-highway Series 1300 include friction-optimized piston design, reducing oil consumption while contributing to fuel economy, and modified fuel injector nozzle. Product engineers point to a wide and flat torque curve that maintains the power to keep the driver’s foot off the clutch and hands on the wheel for less shifting and fatigue. The wider sweet spot that makes it easier to cruise in the fuel-saving range. A three-stage, integrated engine brake affords more stopping power and quiet operation.
The Series 1300 uses selective catalytic reduction (SCR) emissions technology, first deployed for EPA 2010 emissions standards, and working in concert with exhaust gas recirculation. The 1-Box exhaust treatment package includes the diesel oxidation catalyst, particulate filter and exhaust fluid tank, plus an SCR catalyst to reduce nitrogen oxide emissions. The system cleans emissions downstream, helping the engine run more efficiently to optimize fuel consumption. NOx is converted into nitrogen and water before being released from the tailpipe. — www.mtu-online.com
|The FD5000 mixer Terex showed in Las Vegas is powered by a Cummins Westport ISX12 G engine, rated at 400 hp and 1,450 ft.-lb.—the highest of three horsepower and torque settings available for the compressed natural gas-powered model. The truck’s 11-yd. drum requires no nose cone and excels in discharging low-slump concrete. Drum shell is constructed with AR400 steel, and 0.25-in. thick AR230 steel fins and flights in the mixing area improve wear resistance. Bolt-on trunnion rollers ease adjustment and simplify servicing.|
TEREX CONSTRUCTION | CNG FD5000 MIXER
Terex arrived at ConExpo-Con/Agg 2014 with its first natural gas engine-equipped mixer truck, an FD5000 “Great Lakes” model powered by 12-liter Cummins Westport ISX12 G engine, available in 350-, 385- and 400-hp ratings and 1,150- to 1,450-ft.-lb. torque settings.
“Previous [natural gas-fueled] 9-liter engines didn’t provide the power or torque required for our customers and their applications,” says Terex Construction Director of Sales and Maketing Dave Rinas. “The 12-liter engines deliver the required performance and a substantial fuel cost savings benefit when compared to diesel engines. We already have several customer orders for the compressed natural gas-powered trucks.”
Terex CNG trucks feature an integrated design approach, and the Cummins Westport engines are available for the entire line of standard and federal bridge formula front discharge mixers—from three to seven axles. The CNG engines can also be ordered as part of the Terex glider truck program. “Everything below the frame rail and forward of the rear pedestal is the same as on our diesel trucks,” says Terex Design Engineer Mike Johnson. “The CNG system eliminates much of the complexity that goes along with 2013 EPA-compliant engines, while still reducing hydrocarbon emissions.”
The Terex design mounts one, 26- x 80-in. Type-4 CNG tank to each side of the rear frame, providing a fuel load of 75 diesel equivalent gallons. The design delivers a low center of gravity; reduces the number of required tanks, hoses and tank safety systems; and, places all tank safety shut-off valves, fill ports and service items at ground level. The mounting approach features a spherical bearing design that allows for tank length and diameter expansion/contraction when filling and compensates for frame flexing when driving in off-road conditions, unlike the rigid strap-mount of competitive tank designs.
The two-tank CNG configuration reduces weight by up to 25 percent over other designs, Terex contends, which helps to improve payload capabilities. Up to 50 percent of internal steel was removed from the new engine cowling for CNG trucks—further reducing truck weight to improve payload capacity—while the design’s new ribs and contours add strength and style for a new integrated FD series look. Weight distribution between axles of CNG and traditional diesel-fueled mixer trucks are virtually identical, so reconfiguration of truck design to compensate for weight distribution is not necessary.
The Terex FD5000 “Great Lakes” CNG front discharge mixer bears the same design enhancements recently introduced on their diesel-powered truck counterparts. The steering system takes advantage of the front axle’s full wheel cut capability, reducing turn radius by up to 25 percent over previous designs. The air system features a 127 part-count reduction, resulting in fewer connections for less air leakage potential. The lift axles are now controlled by a single module, replacing four valves per axle and easing system servicing.
Taller drivers benefit from an additional 8.5 inches of cab floor space compared to prior models, while a redesigned dashboard features logical positioning of fuel and other gauges for improved operating efficiency. Bright LED cabin lighting with door entry switch makes it easier to enter/exit the cab. Rear vents and louvers help to improve cab heating and make it easier to close the door. Stair rail handle and flexible hanging third step ease cab entry. — www.terex.com/construction
EATON, CUMMINS | INTEGRATED CNG POWERTRAIN
Continuing a long-standing collaboration on integrated components, Eaton Transmissions and Cummins Inc. have announced a package combining the UltraShift PLUS automated transmission and Cummins Westport ISX12 G.
Powertrain package benefits include a) intelligent shift selection software for performance and efficiency improvements; b) better launch and shift decisions through grade sensing, weight computation and driver throttle commands; c) Hill Start Aid, which prevents rollbacks when engaged, reduces risk and simplifies operations for even the most inexperienced drivers; and, d) tailored shift logic for efficient operation and braking performance.
The UltraShift PLUS offers what Eaton engineers contend are maximum power capacity, superior acceleration and low-speed maneuverability. Paired with the ISX12 G, the new powertrain package will be available for limited application release in mid-2014.
The Cummins Westport ISX12 G natural gas engine is based on the Cummins ISX12 diesel model, and operates on 100-percent natural gas in either compressed or liquefied form. The ISX12 G has a robust power band at 1,500 to 1,800 rpm, and is available in 320- to 400-hp ratings with up to 1,450 lb.-ft. peak torque. It can now be paired with either the UltraShift PLUS automated or the Eaton Fuller Advantage Series manual transmissions—serviced through the Eaton Roadranger team and Cummins distributor and dealer network. — www.cumminswestport.com; www.eaton.com
Cummins Connected Diagnostics
A new application being designed to work seamlessly with leading telematics systems, Cummins Connected Diagnostics will provide customers with expert recommendations for the best action to take when a driver is alerted to an engine system fault. The technology is the first of a series of telematics-assisted applications under development at Cummins Inc.
“Cummins is excited to announce Connected Diagnostics as part of its larger initiative to integrate our engine expertise with existing telematics,” says Cummins Vice President – North American Engine Business Jeff Jones. “Within moments of a fault code being presented, Cummins will be able to analyze fault information, identify the most likely root cause and provide a recommended action for the customer. In conjunction with the breadth and capability of the Cummins-authorized service network, our ability to understand issues immediately allows us to provide the right level of support at the right time for our customers.”
Cummins Connected Diagnostics will be available in limited production later in 2014, with full production release planned for 2015.
EATON’S WIRELESS MONITOR RAISES RED FLAG ON HYDRAULIC HOSE FAILURE
Eaton Hydraulics announced at ConExpo-Con/Agg and IFPE 2014 a breakthrough technology that wirelessly monitors hose assemblies and reports imminent failure in real time. The optional LifeSense system tracks up to 100 hydraulic hoses and transmits data to a secure web portal where multiple users can check operation status and set e-mail or text message alerts.
The LifeSense hose was developed in conjunction with Purdue University and the Purdue Research Foundation’s Office of Technology Commercialization to continuously monitor the health of hydraulic hose assemblies and alert users when an assembly approaches the end of its useful life. While some current products are designed to estimate or predict when a hose is going to fail through arithmetic calculations, Eaton officials note, LifeSense actually detects when a hose is nearing the end of its useful life. Prior to the hose failing, an alert is automatically sent to the user so that the assembly can be replaced to prevent downtime.
“The wireless LifeSense model provides users an additional level of support to monitor hoses and avoid downtime,” says Eaton Product Marketing Manager Doug Jahnke. “The system allows companies to maximize uptime and efficiency, getting the most from every hose assembly without the risks and costs of unexpected hose failures, including collateral damage, worker injury and environmental impacts.
“Hydraulic hose failure is one of the largest causes of unplanned maintenance events, and the wireless system allows users to take an extra step to prevent downtime. Hose failures in the field present serious safety issues and environmental concerns, all of which have economic consequences.”
The LifeSense hose includes the widely-used -8, -12 and -16 two-wire hose assemblies. The condition monitoring technology offers performance equal to industry standard 2SN pressure-rated hose and is certified to the same industry specifications as conventional hydraulic hose products. LifeSense is available for trial with factory-made assemblies including straight JIC swivel fittings. — www.eaton.com/hydraulics
CON-TECH MFG. | HIGH PERFORMANCE COMPONENTS
A year into offering its High Performance Drum, the company has extended the series to High Performance Pedestal, Rollers, Ladder and Chute. The upgrades were shown at World of Concrete, where the Con-Tech BridgeKing shown here was deployed on a Western Star 4700 for the show’s challenge course, and at ConExpo-Con/Agg.
HP Rollers are taller than conventional offerings, allowing for easier bracket access, cleaning and maintenance. They accompany the HP Pedestal, comprising six main pieces fully welded inside and out for high corrosion resistance and strength. A lower deck plate, along with front and rear wash bands that direct materials out and away, allow for easier and more thorough truck cleaning.
Newly designed HP Ladder and platform feature a non-slip, level, open tread design with extra wide upper and lower grab bars for a safe and easy transition. Additionally, Con-Tech engineers have tailored HP Chutes at wider dimension than conventional offerings, providing higher capacity and minimizing overflow when chutes are horizontal positions. Chutes are capped and fully welded for strength and element resistance. — www.ctmmixers.com
MACK GRANITE SHEDS 32 LB. WITH HENDRICKSON AERO CLAD
Hendrickson Bumper and Trim’s new Aero Clad package for Mack Trucks’ Granite series offers weight savings and reduces maintenance requirements when compared to the standard steel bumper. In addition to a 32-lb. weight reduction, the option offers a bright, mirror-like, corrosion-resistant finish—10 times thicker than chrome. Unlike painted or chrome alternatives, Aero Clad bumpers do not require touch ups and will not chip or rust, Hendrickson officials note, meaning less maintenance costs to fleets and end users.
The bumpers are available for set forward and set back axle Granite models, as current Mack data book options or aftermarket replacements, and offered with different light and tow-hole configurations to meet a variety of customer requirements. — 800/356-6737; www.hendrickson-intl.com/Bumper
MACK MODERNIZES BRAND IDENTITY, BULLDOG PIVOTS
Mack Trucks Inc. opened its ConExpo-Con/Agg 2014 presentation with a new brand expression to message changes in organization, products and customer support solutions. A central expression element is a sleeker, more modern logo, featuring the iconic Bulldog symbol poised confidently above the Mack word mark, shining a light on elements that have always been core to the brand.
The new mark is likewise an expression of a present-day, forward-thinking approach to the heavy-duty truck industry and customer, company officials note, who also point to a new tagline, Born Ready, as recognizing Mack’s long-standing role as a brand that can be counted on when things matter most, and celebrates that character trait in the people it does business with every day.
Since 2010, the manufacturer has invested $64 million in its Hagerstown, Md., engine and transmission plant. Nearly $20 million has been invested over the same period in the Macungie, Pa., plant where all Mack trucks for North America and export are built. In 2012, $10 million was dedicated to expansion of the Greensboro, N.C., technical center. Millions have also been put into research and development, resulting in products and services like the mDRIVE automated manual transmission, mRIDE spring suspension and Mack Guard Dog Connect, an integrated connected vehicle solution that proactively increases uptime.
MCNEILUS COS. | NEXT GENERATION DRUM
Influenced by ready mixed producers across the country, the new McNeilus next generation mixer drum provides a wide range of customer benefits, including increased capacity, lower center of gravity, and more efficient mixing. A patent- pending design moves the center of gravity down and forward to enhance capacity without increasing wheelbase. The more spherical drum shape nets improved mixing efficiency, while an optional drumhead impeller minimizes hydraulic drag and helps the mixing cycle.
“The drum represents a significant advance in productivity for ready-mix producers, large and small,” says Oshkosh Commercial Business President Brad Nelson. “Engineered with extensive input from customers, its innovative design and unique features enable it to carry additional payload, mix more efficiently, and deliver excellent bottom-line results.” — www.mcneiluscompanies.com
DANA | SPICER DRIVESHAFT, INTER-AXLE SHAFT
Billed as the most robust heavy-duty driveshaft and inter-axle shaft in their class, the SPL 350 and SPL 250 are designed to withstand the increased stress placed on the driveline by high-efficiency on-highway trucks with downspeed engines, as well as severe vocational applications including heavy equipment and road trains.
The driveshaft and inter-axle shaft are equipped with company’s High Power Density design features that extend product life, and deliver up to 35,000 Nm (26,000 ft.-lb.) of torque capacity. They offer what product engineers contend are more power density, 40 percent more torque carrying capability, and double the bearing life over competitive designs. Like all Spicer heavy-duty SPL U-joints, the 350 and 250 feature an optional service-free design for further maintenance and lifecycle benefits. — www.dana.com/commercialvehicle
|Announced in mid-2013 as successor to the Peterbilt 367 and 365 models, the 567 is available in 115- or 121-in. bumper-to-back-of-cab versions, and features an 83-in. wide aluminum cab, panoramic windshield, and angled steering gear installation to increase wheel cut by up to 9 degrees over prior models. A 5-in. color dashboard screen informs drivers of engine RPM targets to maximize fuel economy.|
PETERBILT | MODEL 567 UPGRADES
Less than a year after rolling out a new signature model for mixer, dump and other severe duty applications, Peterbilt Motors had made the 567 more versatile through such enhancements as expanded power takeoff functionality when paired with the Paccar MX-13 engine. Among options compatible with the full range of the engine’s horsepower and torque ratings:
- Diesel particulate filter regeneration can take place during PTO operation;
- Shifting gears during mobile PTO operation does not limit torque output;
- PTO operation time can be logged for reporting purposes;
- Capability to activate external notification of impending DPF regeneration; and,
- Remote throttle while in PTO mode.
“Since its introduction, the Model 567 has been available with factory installed electric-over-air PTO controls to help customer-installed, transmission-mounted PTOs,” says Peterbilt Chief Engineer Landon Sproull. “We also offer an extensive variety of factory installed Fabco and Namco split-shaft PTOs for higher output applications.”
An optional in-cab battery box, placed under the 567 passenger seat to protect it from potential jobsite damage, has a disconnect switch with lock-out/tag-out capabilities. It is specifically designed to hold absorbed glass mat batteries and is standard with steel hold-downs. The lock-out/tag-out feature helps stop battery drain and provides an additional safety measure during service and repairs by preventing the truck from accidentally starting.
“This new battery box position is ideal for our vocational customers where additional frame rail space is required,” notes Peterbilt Director of Sales and Marketing Robert Woodall. “It provides more flexibility for dealers and customers to spec vehicles that best match application and business requirements.” Another new Model 567 option suited to customers who want to install aftermarket grille guards and other equipment, he adds, is a heavy-duty mounting provision, behind the bumper, without the traditional tow eye. It provides all of the internal front crossmember assembly structure so no durability or strength is lost. — www.peterbilt.com
ROADMASTER | VOLUMETRIC MIXER
Company shows its latest model on a Kenworth T880, the eventual replacement for the T800. Standard with manual controls, the Roadmaster volumetric is available in 10-yd. and 12-yd. models, each with production rate variable up to 60 yd./hour; 500-gal. polyethylene water tanks; 12-gal. (low flow) and 35-gal. (high flow) admixture tanks; 12-in. augers; and, two steel chute extensions. Optional equipment includes additional admixture tanks; Hawk 5 computer and printer; polished, stainless steel or aluminum fenders; LED work lighting; directional remote control drive system; tarp; matching wheel barrow; and, custom-programmed computer.
The manufacturer underscores the cement delivery system’s accuracy as demonstrated in California fleets, which are subject to the Caltrans C 109 test’s limit of ±0.5 percent target powder weight in four samples. The cement bin features level window cutout and can be completely emptied as users require. Additionally, the Roadmaster models can output up to 8-in. slump mixes at a full rate when their 12-in. augers are at a 45-deg. angle (6-ft. end height), a key feature when feeding concrete pumps. — Roadmaster Concrete Mixers, Portland, Ore., 800/669-9690; www.rmmixer.com
KENWORTH T880 ARRIVES
A fitting ConExpo-Con/Agg 2014 booth anchor, Kenworth Truck’s new workhorse is off to a fast start less than a year into production. The company has ramped up T880 offerings with new lift, pusher and tag axle options. Available in 116.5-in. and 122.5-in. bumper-to-back-of-cab versions, and initial set back axle configuration, the T880 has grown to represent 25 percent of the Kenworth T800 build rate. Production sunset for the T800 remains open.
The T880 features stamped, 83-in. wide aluminum cab and one-piece, panoramic windshield with marked visibility improvement over the T800. It is available with the Paccar MX-13 or Cummins ISX 15, the latter engine powering the Roadmaster volumetric mixer shown in Las Vegas. — www.kenworth.com
SAF-HOLLAND | NEWAY LSZ
With a 17.5-in. package size, four to 10 inches shorter than comparable lift axle offerings, the 13.5,000-lb. capacity Neway LSZ Auxiliary Steerable Lift Axle Suspension System represents what SAF-Holland engineers note is a revolutionary design. The rugged, yet compact, configuration offers customers application versatility, enables easy installation and service, and provides extra frame rail space for component packaging and options.
The LSZ’s Super Chamber lift outperforms traditional air springs by providing a quick and reliable four-second lift speed. The unique design is more durable than competitive lifts, engineers contend, and provides a stronger and more consistent lift force that keeps the axle securely stowed. The Super Chamber position provides increased protection from road hazards and easier access for servicing.
The LSZ’s rolling lobe air springs are positioned at an angle, delivering a superior spring rate for increased stability and ride quality. Its parallelogram design maintains precise steering geometry while reducing tire wear. A kingpin assembly with spherical bearings eliminates thrust bearings that often require shimming and reaming, reducing service requirements.
“The unique design of our LSZ offers unmatched durability and reliability for our customers,” says SAF Holland Powered Vehicles Business President Jack Gisinger. “Overall, the compact size combined with superior ride and low maintenance delivers improved operating efficiency.” — 888/396-6501; www.safholland.com
SAF, HOLLAND, NEWAY BRANDING
SAF-Holland has completed a strategic exercise to define, focus and position product brands for global markets: SAF will represent trailer axles and suspension systems, Holland coupling and lifting technologies, and Neway powered vehicle air suspensions.
“In order for fleets to thrive in today’s world, they need to reduce downtime and keep their costs-per-mile under control,” says SAF-Holland CEO Detlef Borghardt. “Our new brand strategies will help us make the greatest possible contribution to the success of our customers in the global commercial vehicle industry.”
With an increased focus on fleet customers, he adds, SAF-Holland has adopted an internal goal to “be the ultimate supplier of Best in Class components, systems, and services that will drive the success of fleets in commercial vehicle market” … a promise that will be delivered around the globe through the SAF, Holland and Neway brands.
VOLVO TRUCKS | vHD, D11 ENGINE
As with its on-highway offerings, Volvo Trucks North America has integrated components for its on/off-highway workhorse, the VHD, shown here at Beck Industrial’s ConExpo-Con/Agg 2014 booth—the vehicle’s last stop prior to delivery to Texas’ top independent producer. The VHD is powered with a Volvo D11 rated at 355 hp and 1,250 lb.-ft. torque, and equipped with Allison 4500 RDS automatic transmission, plus Volvo 22,800-lb. front axle and 46,000-lb. T-Ride Rear Suspension.
Among refinements and design changes contributing to 2014 D11 engine fuel efficiency gains up to 2 percent over prior models: low-friction cylinder improvements, including a redesigned piston, liner and oil scraper ring developed with smoother surfaces; clutched air compressor, which reduces engine load by completely disengaging the clutch from the engine when not in use; advanced combustion technology of a new seven-hole injector, which offers better diesel atomization for more even distribution within the cylinder, maximizing fuel efficiency; and, improved crankcase ventilation system, which filters more oil from blow by gases before they leave the engine, while improving engine backpressure for better performance.
The D11 upgrades ensure Environmental Protection Agency 2014 Greenhouse Gas certification. In addition to the fuel economy measures, all regulated engine exhaust pollutants have been reduced 99 percent from untreated levels. D series power meets new environmental operating target reliability and economy, Volvo Trucks engineers note, in part because of Selective Catalytic Reduction for the highest efficiency. SCR allows pursuit of a passive regeneration concept that uses NOx in place of diesel fuel to regenerate the soot, further reducing truck operating costs. In 2013, about 87 percent of all Volvo trucks invoiced in the U.S. and Canada were specified with a Volvo engine. — www.volvotrucks.com