Truck Report

Truck and component manufacturers capitalized on the 2006 World of Concrete to roll out a host of new engine and other component offerings and spec changes.

Truck and component manufacturers capitalized on the 2006 World of Concrete to roll out a host of new engine and other component offerings and spec changes. As demonstrated in this sampling from Las Vegas, the common theme this year is vehicle weight reduction, 2007 diesel emission regulations and mixer truck/task tracking and recording.


Oshkosh Truck continues the integration of the McNeilus-developed Revolution technology by offering the composite drums on S-Series front-discharge concrete mixers. Much like the original rear discharge truck models, the S-Series Revolution drum offers a 2,000-lb. weight savings over comparable steel models.

In addition to the Revolution option, the company has announced additional upgrades to the S-Series chassis that reportedly enhance safety, durability and serviceability. The new front-discharge Revolution drum features a smooth exterior finish that provides easy-cleaning characteristics and a suitable surface for graphics and decals.

Because the Revolution drum itself is 2,000 lb. lighter than a comparable steel drum, producers can carry an additional one-half yard of concrete per load. Assuming four loads per day and 250 working days per year, Oshkosh officials peg the estimated productivity gain at $7,500 annually. In addition, lower vehicle weight on the return trip means reduced fuel consumption.
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Company’s Commercial Vehicle Systems group has enhanced its Dana Spicer Tire Pressure Control System (TPCS) with a new integrated Driver Display Module that, in conjunction with new dash-mounted rocker switches, simplifies the selection of tire pressures to maximize vehicle mobility under varying load and terrain conditions.

Presented as the only system of its kind that is available as a factory-installed data book option, the TPCS is available on most makes and models of vocational heavy-duty trucks. It is also billed as the only system with air seals built into the axles that eliminate the need for external airlines.

In addition to communicating and displaying operating conditions such as the selected load and terrain, the new DDM unit can display tire pressure by axle group, as well as over-speed and low-tire (run-flat) operation. In the event the system recognizes a fault, TPCS functions with a microprocessor-based electronic control unit and supports industry standard diagnostic tools, including the new PC application-based Dana Diagnostic Tool.

When compared to vehicles equipped with all-wheel drive systems, company engineers cite these additional TPCS benefits:

  • Elimination of 1,000-plus lbs. of vehicle weight;
  • Improved stability and better accessibility to the cab resulting from a 12- to 14-in. reduction of vehicle height;
  • Overall reductions in vehicle cost, complexity and required maintenance;
  • Extended tire life and improved fuel economy that result from maintaining proper tire pressure.

TPCS systems are OEM-installed and suited to most tandem-drive axles (40,000 to 52,000 lb.) and single-drive axles (21,000 to 26,000 lb.), as well as steer and trailer axles.
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Following up on the DigiTic integrated ticketing device introduced at 2005 ConExpo-Con/Agg, Paradyme has announced DigiTrac. A satellite-based, real-time truck and ticket statusing solution, it can work with or without GPS.

DigiTrac features and capabilities include complete truck statusing; instant response messaging between the truck and dispatcher; integrated electronic maps for drivers; detailed and intuitive mapping software for dispatchers; and, Crumb Trail mapping, which provides detailed historical trip information on the ticket.

DigiTrac is integrated into the rugged, 9- _ 4-in. DigiTic hand-held device, which drivers deploy on site for signature capture and store in cab-mounted docking stations. A cab-mounted printer is optional for site ticketing.
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Following the introduction of an initial three-axle rear discharge mixer model, the company has rolled out the RDB4000, which at a 12-ft. 8-in. height represents what engineers note is a safer, more functional low-profile design. Since the drum sits lower on the chassis, the four-axle, California-geared truck that meets federal bridge formulas boasts a lower center of gravity, significantly reducing the chance for rollover.

The company underscores its offering of common front-discharge features in a rear-discharge mixer truck. A heavy-duty 316-in. (4.8-mm) AR 400 Brinell steel drum on the rear-discharge Bridgemax better resists aggregate abrasion. The RDB4000 comes standard with a 150-gal., certified pressure vessel 120-psi water tank for faster clean-up than with typical 55-psi models. A drum wiper system keeps concrete away from rollers.

The RDB4000 has a 42-in. drum opening and is a available with 10-, 10.5-, 11-, 12- and 13-yd. drums. Aluminum rear fenders are rust resistant and lightweight, giving operators more payload capacity. The drum mixer features a four-point attachment with spring-loaded pedestal mounts, allowing the mixer mounting brackets to flex when driving over irregular terrain for longer frame service life.

The driver controls a number of delivery functions from inside the cab, including drum start-stop; mixing direction and speed; discharge chute raise/lower and position lock; air-flip hopper and companion position warning light. An umbilical-cord remote control located toward the rear of the mixer truck controls many of the same drum functions.
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Company has reintroduced the PayStar brand for its 5000 Series trucks. A new PayStar-mounted McNeilus mixer package features a lighter weight design that maintains rugged durability, and allows producers to haul more pay load and still meet federal bridge formula limits.

The weight reduction stems from a new engine offering Û a 330-hp Cummins ISL Û and a switch from a 46,000- lb. to 44,000-lb. rear-axle spec (350-lb. savings). The lightweight design and 12-in. frame allow customers to haul 10 yd. of concrete legally (a 7.5 percent pay load increase over the previous design) for the PayStar 5500 model. For the PayStar 5600 model, 11 yards can legally be carried (a 6.8 percent increase in payload capacity).

Other weight-saving features include a McNeilus Revolution barrel that weighs approximately 2,000 lb. less than conventional steel models. Aluminum wheels and hubs, coupled with a centrifuge drum, further lighten the GVW.
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McNeilus Truck and Manufacturing is assisting in market development of ReadySlump, a truck-mounted process control system that can measure the slump of site-bound mixes. The device will adjust the amount of water in the load so that it arrives on site at the proper slump without driver intervention. All water additions are documented, giving producers a transaction log for each delivery. According to the ReadySlump developer, system users observe improvements in their delivered product standard deviations and overall quality assurance, in addition to material cost savings and trip times.

We feel ReadySlump complements our product and helps us to provide our customers a system that with a short payback period will yield direct benefits to contractors, says McNeilus Vice President of Fleet Sales Tom Harris. We are committed to working on ways to improve and integrate the ReadySlump product into our mixer design.
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Cummins Inc. announced at World of Concrete fuel system and particulate filter modifications aimed at bringing its mixer and dump-suited ISL engine into compliance with the Environmental Protection Agency’s 2007 diesel engine emission regulations. A new option will allow mixer drivers to monitor engine oil level from inside the cab, thus eliminating the daily pre-trip inspection.

With peak 365 hp and 1,250-lb./ft. torque ratings, the 2007 ISL will be equipped with a new Cummins Particulate Filter, which collects and oxidizes particulates and will have a projected service schedule every 6,000 hours. The filter will be integrated with cooled Exhaust Gas Recirculation technology that Cummins has established with its 2004 ISM and ISX models, and is now adding to the ISL.

The company also plans to offer an enhanced High Pressure Common Rail fuel system, delivering higher injection pressure for lower emissions; and, a crankcase ventilation management system that curtails oil carryover from the engine.

Following World of Concrete in January, and leading to the American Trucking Associations’ Technology and Maintenance Conference last month, Cummins announced that the modifications for the 2007 ISL will likewise apply to the ISM and ISX.

Volvo Trucks North America also timed its 2007 engine announcement with the Feb. 13-15 conference, noting that all heavy-duty models will carry a $7,500 premium tied to next year’s regulatory requirements. Consistent with plans outlined in fall 2005 for its Mack family of engines, Volvo noted that its 2007 engines Û the D11, D 13 and D16 Û will use cooled exhaust gas recirculation and diesel particulate filters to achieve the EPA’s lower nitric oxide (NOx) and particulate emission levels for 2007.

With 325 to 405 hp and 1,250- to 1,450-lb./ft. torque ratings, the D11 will suit the company’s mixer, dump and tanker-geared VHD model. The driving force behind the D11’s 2007 emissions compliance is a 120-lb. diesel particulate filter, to be cab-mounted behind the right wheel. The three-part filter will meet emission benchmarks (90 percent reduction in NOx and soot) through particle capture and either passive (existing heat) or active (fuel spray generated heat) regeneration cycles.