This year’s Trucks & Components section kicks off with another notable from World of Concrete: A representative sampling of twin steer suspension-equipped mixers accompanying no less than International Truck, Kenworth Truck, Mack Truck and Peterbilt Motors.
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Original equipment manufacturers anticipate 2016 heavy-duty truck shipments down against near-record 2015 delivery levels, especially due to a drop in demand among mainline freight customers. In the vocational segment, including mixer- and dump-grade models, OEM and body builders report more stable market conditions this year.

World of Concrete 2016 saw no shortage of product development and engineering geared to concrete and aggregate delivery vehicles. Navistar topped all with its rollout of a Pay Star series successor, the HX (pages 46-47), while peer OEM announced powertrain upgrades, especially augmenting fuel economy, plus new features aimed at driver comfort, convenience and safety. Among mixer body builders, the Schwing Control Technology (pages 48-49) stood out in Las Vegas. Schwing America demonstrated how electronics and software, new to mixer truck operation, can automate drum rpm selection according to each phase of a delivery cycle—lowering PTO fuel consumption and reducing drive and drum wear.


Simard twin steer specs mix with Mack, Navistar and Paccar brands
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Four World of Concrete 2016 truck exhibitors turned to Canadian dealers and customers, Ontario-based London Machinery and Quebec-based Simard Suspensions Ltd., to demonstrate the weight distribution and safety possibilities of twin steer front suspension-equipped mixers.

London 12-yd. drums and Simard Twin Steer Conversion combinations were shown on a Mack Granite Set Back Axle model for Toronto’s Innocon (LafargeHolcim-Essroc joint venture); Kenworth T880 for Spartan Ready Mix, Uxbridge, Ont.; Peterbilt 567 SFFA (set forward front axle) with Lehigh Hanson’s Western Canada brands as drum graphics; and, an International WorkStar 7600. The Simard AMS twin-steer suspension adds capacity and stability to mixer trucks without affecting their maneuverability; optimizes load distribution on severe terrain or city streets; and, works within the original wheel cut and turning radius.

AMS suspensions are designed to be lightweight to reduce wear-and-tear on the vehicle, and serviceable parts are positioned in accessible areas for easy maintenance. Simard Suspensions installs the twin steer packages in Canada, and has an agreement with North Carolina’s Fontaine Modification Vocational Services to cover U.S. mixer truck installations.Simard Suspensions, 800/423-5347,; Fontaine Modification Vocational Services, 800/366-8246,

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HX515 (top) and HX615
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Navistar Inc. topped construction materials fleet offerings at World of Concrete 2016, announcing a four-model, aluminum cab-fitted successor series to the International Pay Star line and companion to the current steel cab-fitted Work Star Series.

“The HX Series is an opportunity for International to recapture a leading position in the vocational market—a segment we previously led,” said Navistar Inc. CEO Troy Clarke. “The launch underscores our commitment to innovation, our dedication to uptime and our position as a leader within the industry.”

“Each of the four models has been engineered to deliver unmatched performance for the most punishing jobs, while making operators more productive,” added Navistar Truck and Parts President Bill Kozek.

The HX Series is International’s first all-new vehicle since 2010. It spans set-forward and set-back axle models in two bumper-to-back-of-cab (BBC), short or long hood configurations, with Navistar or Cummins power:

  • HX515, a 115-in. BBC, set-forward axle straight truck with N13 engine; suited to concrete mixer, construction dump and crane.
  • HX615, a 115-in. BBC set-back axle truck or tractor with N13 engine; suited to construction dump, concrete mixer and platform stake/crane.
  • HX520 and HX620, set-forward and set-back axle, respectively, 120-in. BBC and Cummins ISX15; suited to heavy haul, construction dump and platform stake/crane.

“The Series combines aggressive styling, unstoppable capability and driver-centric features to appeal to vocational truck owners in a whole new way,” affirms Navistar Global Product Development Senior Vice President Denny Mooney. “All you need to do is get behind the wheel of this truck and you will see that this is a major step forward in design, all with the driver in mind.” The HX delivers on four key principles, he adds:

  • Each model has a huck-bolted frame and cross members, which produce superior clamping force to minimize vibration and maximize structural integrity.
  • An available industry-leading 12.5- x .5-in. single rail delivers 3.5 million RBM at 13 percent less weight than a 10-in. rail, allowing room for a heavier load.
  • The industry’s only dedicated vocational aluminum cab offers better durability than steel.
  • Three-piece Metton hood is stronger and lighter than fiberglass, and designed to resist cracking.
  • Doors feature stainless steel piano hinges for superior strength.
  • Tow pin is rated at 150,000 lbs. for extreme recovery towing.
  • A 40-degree wheel cut on both right and left turns allows for improved maneuverability, while angled fenders provide greater wheel clearance to help power through challenging grounds.
  • The hood’s low angle makes for the industry’s best front forward visibility, and the larger rear window compared to the company’s prior model allows for superior rear visibility.
  • Series is equipped with the all-new DriverFirst Cab Air Suspension, designed with 52-in. springs to produce a comfortable and quiet ride.
  • Assist mechanism requires little effort to open hood.
  • Hoods and grilles across the entire lineup are designed to stand out on the road and at the worksite.
  • Customers have options for bright finishes.
  • Interior is ergonomically designed to offer room for driver comfort and productivity.
  • Contoured door handles add hip room and storage space.
  • Central console is angled for easy reach to controls.
  • Easy access to cup holders and overhead console.
  • Standard tilt/telescoping steering column adjusts to accommodate any size driver.
  • Gauges are designed and positioned to deliver optimal visibility and vital information at a glance.
  • LED lighting is standard throughout, as are air conditioning, power windows and power locks.
  • Consistent with the International mission, the HX has been tested and validated to provide industry-leading uptime.
  • At the Navistar Proving Grounds in Indiana, the Series was subjected to accelerated life testing, which simulates 10 years of wear and tear and vibration in extreme duty cycles.
  • Vehicles underwent staggered bumps testing, which generated torsional twist in the chassis, to ensure suspension components were stabilized and equalized.
  • Each model was also subjected to severe duty ditch event, in which a fully loaded vehicle is run through four, 12-in. deep ditches.

At the World of Concrete rollout, Navistar showed the HX515 with 10.5-yd. Putzmeister Bridge Maxx mixer (opposite page) and HX615 with 9-yd. McNeilus mixer (Hendrickson sidebar, right). The launch coincided with order book opening toward initial HX Series deliveries this spring.;


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Prominently displayed in a World of Concrete booth fronting the Las Vegas Convention Center Central Hall, Schwing Control Technology builds on the SMART package, extending prospective fuel savings and drum service life. The 7-in. LCD screen provides visual warning icons for critical truck and mixer functions; audible alarm for high oil temperature; color indicators for drum function status; and, wireless data transmitter with charging station.
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Premiering at World of Concrete 2016, the Schwing Control Technology (SCT) system for mixer trucks offers cutting-edge features not previously available to concrete producers, according to Schwing America Vice President and General Manager, Ready Mix Products Aaron Lian. He cites three key features of the new patent-pending SCT system:

Load function. SCT separates truck and drum rpm for better fuel economy, lower overall rpm and longer equipment life. By sensing the beginning of a batch plant charge, the load function increases the drum rpm and truck engine speed when needed.

Mix function. An electronic device monitors the mixer’s load progress and adjusts the drum rpm to a constant speed after 75 revolutions. The result is precise drum speed calculation that provides more comprehensive information for drivers and more consistent concrete mixes.

Optional inclinometer. A digital slump meter works in tandem with angle sensors to adjust the drum speed. Precise measuring keeps concrete inside the drum, controls revolutions, prolongs drum life and helps prevents accidental discharge when driving uphill.

“SCT is the next generation of innovation for our proven SMART automatic constant speed technology,” Lian explains. “After gathering input from our customers, Schwing America spent years researching, developing, designing and testing new control systems. The result of these efforts gave us the SCT—making Schwing America a leader in mixer truck control system technology.”

Beyond the load and mix functions and inclinometer, he adds, the SCT system provides concrete producers:

  • Greater fuel savings attributable the load function’s engine and drum rpm controls.
  • Longer drum life. The SCT helps maintain the drum at lower constant speeds, which in turn saves on annual revolutions and helps extend service life.
  • Better quality concrete. Fewer mixer drum revolutions contribute to mix consistency, while a constant heat of hydration yields a higher quality product.
  • Ergonomic wireless remote provides two-way communication; displays the slump, drum rpm and revolution count; and, has safety stop feature.
  • Safer, more stable operation. Drum revolution control balances center of gravity, making the truck more stable and ultimately safer.
  • Safer controls allow drivers to keep their eyes on the road and operate controls using rocker switches, an optional joystick, and buttons designed to be operated by touch rather than sight.
  • Programmable features include automatic constant drum speed rpm, discharge drum rpm, slump meter calibration and truck idle speed during charging. The SCT is programmed for the optimum drum speed during charging, mixing in transit and discharge.
  • Full diagnostics of the SCT electrical system are available at the touch of a button.
  • Display offers a choice of buttons or touchscreen control, including a 7-in. full color LCD with built-in back-up camera.
  • CAN-bus technology provides a durable network to allow multiple devices to communicate with one another. SCT is built with multiple levels of redundancy.

The control system is mounted in-cab with full adjustability, which helps drivers focus on the road. All mixer trucks and the SCT systems are designed and manufactured at Schwing America’s St. Paul, Minn., operation.



Zonar cites these benefits for ZFuel users: maximizing mpg and controlling hard dollar fuel costs; creating efficiency scores, by driver, to uncover training gaps; normalizing metrics across age of truck and route terrain; tracking key metrics that impact fuel costs, such as speeding; flagging idle times outside of company policy, by individual truck profile; fuel theft protection; tracking driver behavior and monitoring improvement; and, quantifying the number and percentage of miles in top gear.

Seattle-based transportation technology developer has released a cloud-based fleet management package, Ground Traffic Control Performance with ZFuel application. The combination delivers what programmers contend is an unparalleled driver and truck analysis tool pinpointing areas for improved operation and performance.

Managers can use ZFuel to identify non-diagnostic issues with trucks as well as areas to coach, motivate and potentially incentivize best driving practices for drivers to achieve greater efficiencies on less fuel. The application uses telematics data collected by the Zonar’s V3, connected directly to the engine control unit, and analyzes it for a variety of factors. ZFuel then ranks drivers in the system according to their total fuel efficiency, quantifying money they could save by changing their practices behind the wheel.

“Monitoring your fuel usage by miles per gallon alone is the way of the past,” says Zonar Systems CEO Brett Brinton. “If your fleet isn’t taking into account additional data points that influence fuel consumption and making appropriate adjustments with your driver, trucks and fleet operations, then you might as was well be tossing your money out the window.”

According to the Federal Motor Carrier Safety Administration’s “Study of the Impact of a Telematics System on Safe and Fuel-efficient Driving in Trucks,” driver behavior is by far the largest single contributor to improving fuel economy. There can be as much as a 35 percent difference in fuel consumption between a good and poor driver. Speeding, inappropriate gear selection and idling all consume additional fuel.

Captured data utilized by ZFuel includes engine idle time, speed, and what gear the truck is in. These factors allow fleet managers to see an accurate measurement of fleet fuel efficiency based on the circumstances in which each driver was operating. With ZFuel, each driver earns an individualized Driver Efficiency Score, quickly uncovering performance areas in need of improvement.



MackTwo new versions of the manufacturer’s automated manual transmission (AMT) meet the needs of a wider range of customer applications with what engineers note are the power and performance that only a fully integrated powertrain can offer.

Available in direct or overdrive configurations, the mDRIVE HD 13-speed offers a low reduction gear ratio designed for easier starting on steep grades or when the truck is under heavy load. The mDRIVE HD 14-speed, available only in an overdrive configuration, adds a second ultra-low-speed reduction gear designed for curb pouring applications or low-speed, heavy-haul maneuvering. Both transmissions offer up to four reverse gear ratios.

“We launched the original mDRIVE HD in response to customers looking for an AMT capable of withstanding tough vocational applications,” says Mack Vice President of Marketing John Walsh. “Now, with the mDRIVE HD 13- and 14-speeds, we’re taking the next step and combining low-speed capabilities with the performance and productivity benefits of our ground-breaking AMT.”

The new mDRIVE HDs share their architecture with the standard model, including reinforced internal components and the same gear ratios for the 12 forward speeds. The addition of the low reduction and multispeed reverse gears is made possible by a short extension to the front of the transmission case. Despite the additional capabilities, the new mDRIVE HD models are less than 5 inches longer and only 90 lbs. heavier than the standard mDRIVE HD, maintaining a weight advantage of nearly 150 lbs. compared with automatic transmissions.

In addition to the two new models, all Mack mDRIVE transmissions have been updated for improved performance and durability. The transmissions are controlled by a redesigned gearbox unit, while a new clutch with a larger torsional damper helps reduce driveline vibration. Component wear monitors have been added to enable predictive maintenance. Mack has also extended warranties on all mDRIVE transmissions and clutches: Standard and HD version coverage now extends to 36 months with unlimited miles for heavy-duty applications. In severe-duty, mDRIVE and mDRIVE HD coverage is 12 months and 24 months, respectively, plus unlimited miles.

mDRIVE updates also include improvements to power take-off (PTO) controls; new main cab harnesses for all models; reinforced range housing to handle higher PTO bending torque; and, an all-new cab-mounted Body Builder Module. The latter is customizable with user-configured software parameters to control engine speed and block reverse gears when the PTO is engaged. In addition, dual PTOs are now supported.

“PTOs are a critical component for many vocational customers,” says Mack Vocational Products Marketing Manager Curtis Dorwart. “With the added functionality delivered by the new Body Builder Module and other improvements, we’re giving customers the tools they need to be successful in nearly any application.”


Customers have more options and additional chassis frame rail space with the Mack ClearTech One, a single package exhaust aftertreatment system (EATS) encompassing diesel particulate filter, selective catalytic reduction and diesel exhaust fluid dosing system. Combining all parts of the EATS into one package enables customer flexibility and allows for increased space for chassis-mounted equipment, which is often needed on work trucks and short-wheelbase tractors. Customers also can opt for larger fuel tanks without the need to lengthen the wheelbase.

ClearTech One is more compact than a two-component system, allowing for a shorter wheelbase for improved maneuverability. The smaller package is about 15 lbs. lighter than the current two-unit EATS. The device is optimized for passive regeneration and SCR performance. The SCR catalyst is mounted downstream of the DPF, preventing hydrocarbon, ash or soot from entering the system. There is also no need for a second Diesel Oxidation Catalyst to be located before the SCR system.

Mack has scheduled August availability for the new transmission and exhaust aftertreatment offerings, the mDRIVE-HD-13/14 on Titan, Granite and Pinnacle models, the ClearTech One on the latter two. The company will continue to offer the two-unit ClearTech for specific applications such as tandem steering.



RingtreadCompany cites first ever wide-base, precure splice-less retread offering for concrete mixers running 425/65R22.5 and 445/65R22.5 tires, noting how the Ringtread Mix 400 suits all applications that require traction, durability and reliability.

Fabricated from a compound exhibiting chip, cut, tear, penetration and abrasion resistance, the product features wide open shoulders in order to keep them clean from stones, mud and water. Tread is nondirectional, with no retread markings and Marangoni logo.

The Mix 400 joins Marangoni Tread’s premium Ringtread and Unitread products, distributed through a network of licensed independent tire dealers and retreaders throughout the United States and Canada. Marangoni Tread North America,



LiftMaster debut at the 2016 Work Truck Show, Indianapolis.

New lift axle series includes the ALAP-13 (PS) steerable and ALAP-13 (NS) non-steerable models, rated a 13,200 lbs. and designed for heavy-duty Class 8 and 7 trucks. They weigh 75 lbs. and 100 lbs. less, respectively, than the Reyco Granning L132 (steerable) and L130 (non-steerable) models they succeed. The ALAP designation reflects “Auxiliary Lift, Air spring, Parallelogram.”

The removal of weight and maintaining of strength and durability proved challenging but, notes Chief Engineer, Powered Vehicles John Hinz, “We did it while still passing our most stringent tests for vertical, lateral and longitudinal forces.” Customer feedback also played a role in the steering stabilizer design, he adds, noting, “Some self-steering auxiliary axles use a coil spring for stabilization. But customers complain that the coils can become packed with mud or concrete and become inoperative. Some other designs use a horizontal shock damper but the damper is under-sized and the fluid can cavitate and lose its effectiveness.

“Reyco Granning has solved the stabilizer issue with a large Bilstein gas-charged, monotube steer damper. This eliminates heat build-up and cavitation and maintains constant control of the steering mechanism.”

The LiftMaster series is covered by a 36-month (300,000-mile) parts only and 12-month (100,000-mile) labor warranty for the main structural components, including hangers, beams, clip plates and axle saddles, torque arms and bellow pads. It is also covered by 12-month (100,000-mile) parts only and six-month (12,000-mile) labor warranty for other air spring lift axle suspension components, such as valves, fasteners, bushings and components. Reyco Granning, Mt. Vernon, Mo., 800/753-0050;



ScreenA new online tool helps fleet owners and managers objectively compare transmission options to find long-term value based on their equipment and vocation. Available at, the Allison Advantage Calculator analyzes fully automatic, manual and automated manual transmissions’ (AMTs) savings potential, factoring total cost of ownership and fleet productivity.

“We developed the calculator to give fleet owners the most realistic view of their transmission investment,” says Allison Director of North American Marketing Lou Gilbert. “It helps them make an informed choice, based on a cost/benefit analysis that accounts for maintenance costs, fuel consumption and productivity.”

The calculator uses current vehicle information including transmission model and years in service, estimated annual mileage, average fuel costs and other fleet basics. According to these inputs, variations in maintenance and repair expenses, fuel and other operating costs are factored in along with anticipated resale value. Calculations reflect a total lifecycle cost and payback period for the appropriate Allison automatic model transmission versus manual and AMT alternatives.

In addition to estimating expenses over the life of the transmission, the Allison Advantage Calculator projects financial gains from enhanced productivity. Based on the user’s business assumptions, it can also incorporate potential profits from additional deliveries or trips made possible by what company engineers note are the faster acceleration, smooth handling and uninterrupted power of an Allison automatic. The calculator includes vocational options for tractors; users who are not current Allison customers will be prompted to select an appropriate comparison model through the Allison vocational model guide or with the assistance of an Allison expert.

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The company showed new Model 567 and 579 chassis routings at the Technology & Maintenance Council Annual Meeting earlier this year in Nashville. Running the length of the truck, they organize air, electrical and fuel lines into individual bundles to facilitate quick, efficient system identification and servicing. They are secured with newly designed frame brackets that hold each bundle separately.

“[The] routings are simple and optimized for greater robustness and ease of maintenance,” says Peterbilt Chief Engineer Scott Newhouse. “We benchmarked leading designs to engineer the best, most modern chassis routings in the industry.”

Also new for 2016 is the formulation for the company’s complete lineup of Axalta coatings, enhancing color qualities and performance for heavy-duty truck cabs. “The new paint coatings have better color characteristics for greater gloss, reflectivity and luster,” affirms Peterbilt Assistant General Manager of Operations Leon Handt. “Resistance to environmental damage, such as acid rain, de-icers and bird debris is also increased.”

Aftermarket repainting or refinishing can be performed at Peterbilt dealerships with the same paint formulations to ensure consistency and maintain durability. The new formulation includes base and clear coats, and dries significantly faster than previous compounds so ovens can operate at lower temperatures and consume less energy.

Coatings are robotically applied at Peterbilt’s Denton, Texas, flagship, which this year will see a 102,000-sq.-ft. expansion, located just north of the existing plant and providing additional production and testing capacity.

“This expansion is Peterbilt’s largest facility investment since the construction of the Denton plant, and will make a significant impact on our operational efficiencies,” says General Manager Darrin Siver. “Peterbilt is committed to ongoing investment in its facilities, people and products. This expansion ensures [our] ability to continue to provide customers with the industry’s top performing, highest quality trucks well into the future.” —


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The 2017 L9 engine is part of what the company calls the next chapter in a long line of diesel and natural gas products proven in applications around the world. Over the past 32 years, Cummins has produced more than 16 million MidRange engines. Such real-world experience enables what the manufacturer notes is “constant innovation and refinement to make engines more reliable and dependable than ever.”

“Medium duty truck customers have made Cummins their engine manufacturer of choice due to the unparalleled uptime they have experienced with our L Series engines. This is the legacy that Cummins has created over nearly a century of engine innovation and more than 30 years of L Series availability,” says Cummins Executive Director – On-Highway Business Brett Merritt. “And that’s why [we are] redefining classics by introducing the newest-generation L Series engines.”

With ratings from 260 to 380 hp and 720 to 1250 lb.-ft. torque, he adds, the 2017 L9 will continue to lead its class with the highest power-to-weight ratio, offering optimized ratings for some of the toughest duty cycles. New for 2017 is a 350 hp/1150 lb.-ft. rating that maintains more power and torque across a wider rpm range, ideally suited for tough vocational duty cycles. With some further enhancements in reliability on proven heavy duty design, engineers note, the L9 will continue to be the productivity champion, especially in the most demanding work truck applications.


A new, compact aftertreatment system combines the Diesel Oxidation Catalyst, Diesel Particulate Filter and Selective Catalytic Reduction systems into a single canister. The MidRange system features up to 70 percent reduction in space claim and up to 30 percent reduction in weight over current aftertreatment systems. Simple and optimized Diesel Exhaust Fluid dosing with the UL2 Urea Dosing System eliminates the need for engine coolant lines to and from the DEF injector, reducing installation complexity and allowing for easier serviceability. The injector’s proprietary atomization nozzle minimizes the risk of deposit formation, and offers a freeze-robust design and improved reliability. Cummins officials cite a range of systems ideally sized for the engine and rating to ensure the most efficient operation, plus improved fuel efficiency across a diverse range of applications.;



Through a new service, company offers pre-owned mixers of all makes and models, and provides current owners the opportunity to trade up to the company’s latest truck offerings.

“The program will make it easier for customers to affordably upgrade and/or expand their fleet,” says Oshkosh Corp. Commercial Business Segment President Brad Nelson. “As an alternative to buying new, customers can purchase quality pre-owned mixers and be confident the equipment will serve them well, long after the purchase date. Or, they can trade their equipment for credit toward the purchase of a new mixer. In both cases, customers have the opportunity to enhance their fleets with a newer model that offers technology upgrades, improved fuel economy, customization options, and greater comfort.”

The McNeilus sales staff, he adds, stands ready to help producers find the right vehicle to meet their needs at an attractive price. In the case of trade-ins, it will find old mixers a new home, while offering a variety of flexible in-house financing options and advice on tax advantages accompanying trade-in purchases. Most states require that sales tax be paid only on the difference between the price of the trade-in and the purchase price of the new vehicle.

All pre-owned equipment is backed by McNeilus’ support network of nearly 30 strategically located North American branches and service centers. Support is available before, during and after the sale. The Street Smart Service offers additional repair and refurbishment services, giving new life to pre-owned equipment while saving money and reducing downtime for fleets. The refurbishment program includes options that meet or exceed OEM specifications, ranging from minor repairs to major work.



KafkoUltra-concentrated formula effectively removes diesel, grease, dirt and bird droppings on trucks and heavy equipment and leaves a spot-free finish. Product developers present Oil Eater Fleet Wash cleaner/degreaser as low-VOC, nonhazardous, noncorrosive, acid-free and biodegradable. The high-foaming wash can be diluted up to 100:1. It works in hard and soft water, cleans carbon deposits, lubricates brushes, is safe on proportioners and suits friction or touchless wash systems. It also is safe for polished aluminum, rubber, vinyl and paint when used as directed. Oil Eater Fleet Wash is available in 1-gal. bottle, 5-gal. bucket, 30- and 55-gal. drum and a 275-gal. tote packaging. Kafko Intl., Skokie, Ill., 800/528-0334;


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The B5 Bridge Formula (shown here) and F5 Standard Mixer configurations are available with cable, electronic or auto drum controls. An automation feature maintains constant drum speed, allowing for one-touch loading, mixing and drops into transport speed; augmenting mix quality; and, extending drum and roller life.

The B5 mixer includes detachable frame mounting brackets; its pivot utilizes a large pin and twin split tapered sleeves with common Hendrickson bushing. The model has an improved pullout design ladder with a constant 16-deg. slope; tubular-designed handrail for safety; and, self-cleaning, non-slip tread surface on the rungs and upper platform. The main, fold-over, and extensions have been engineered for added strength and can be interchanged with current industry design.

The F5 mixer truck includes an Eaton heavy-duty Series 1 Module 54 variable displacement pump and motor, plus heavy-duty electric fan, thermostatically controlled with a manual override feature. It allows for high output torque, while the high-performance ZF P7300 planetary gearbox, 144.3 to 1 ratio, delivers 53,100 ft.-lbs. of maximum output torque. An advanced microprocessor control system incorporates multiple safety and diagnostic capabilities. Constant speed and drum start/stop, along with rear pendant control, are standard.

Housby Mixer trucks are manufactured at Weiler, a specialized construction equipment manufacturer with nearly 200,000 sq. ft. under roof at its Knoxville, Iowa, headquarters. Housby customers can work directly with company staff on product support, or through preferred local heavy-duty truck dealers.; Kyle Fraser, 770/584-4963, [email protected]



Eaton iManufacturer has expanded coverage of the Fuller Advantage automated overdrive transmissions for use in vocational applications. Series models offer benefits compared to the manufacturer’s UltraShift PLUS automated manual transmissions, including reduced weight, increased efficiency and lower maintenance costs.

Fuller Advantage models can be configured with optional Urge to Move, Creep Mode and Blended Pedal functionality for enhanced low-speed maneuverability on construction sites. “The Fuller Advantage automated transmission [is] ready for vocational duty with 110,000-pound GCW capability, 6- and 8-bolt PTO openings, and driver confidence features such as Hill Start Aid and intelligent gear selection logic,” says Eaton Product Strategy Manager Evan Vijithakumara.

Among key features is the Precision Lubrication system, which reduces oil churn energy losses found in traditional transmissions by nearly 33 percent. With less heat being generated, Fuller Advantage models do not require a transmission fluid cooler and corresponding lines and fittings. The result is less preventative maintenance, while engine fans cycle less, further reducing horsepower demand. An oil level sight glass allows for routine oil checks to be performed at a fraction of the time typically required, product engineers note, while the Precision system uses only 16 pints of oil—nearly half the amount of traditional transmissions.

Additional weight savings have been achieved by replacing cast iron with aluminum for the shift bar housing (manual models), auxiliary section cover and range cylinder. Exact savings are dependent on the make of truck purchased as cooler weights vary by manufacturer.

“Vocational fleets currently operating our FR series manual transmission, and who are considering an automated transmission in their next truck, will really appreciate the performance and peace of mind that the cooler-less Fuller Advantage transmission offers,” notes Eaton Heavy-Duty Transmission Sales Manager Molly Doyle. Eaton Roadranger, 800/826-4357;


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Con-Tech Manufacturing demonstrated at World of Concrete 2016 new harness wiring, along with High Performance Drum modifications to improve mixing performance, ease truck operation, and reduce maintenance requirements. It has replaced prior drum models’ small fins with extra large versions bearing AR steel lip doublers, plus staggered, 2-in. diameter XL mixing holes. A new design for the “ball buster” consists of four, single-piece AR steel brackets mounted just aft of the drum head. Con-Tech has also added large grommets for easy front and rear pedestal access. Wiring is simplified through new Armor-Tech four-piece rubber cable harnesses with front and rear protected junction boxes.

Inside the Con-Tech Extreme Duty and BridgeKing models, drivers will find a new, fully adjustable Ergo-Control Cab Box. It affords them infinite control panel position and location options; minimizes the mobility required to look for switch labels and functions; and, sports back lit switches to indicate functions that are on, running or in hazard situation. It also has a fully adjustable switch box that can be used with electronic or cable pump controls. The back of the switch panel is easily accessible. The controls also feature a constant drum speed option that can be programmed to each producer’s specifications. A wireless option can also be added to the new box design. Con-Tech Manufacturing, 507/374-2239;

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Pedestal grommet; Ball Buster brackets; enlarged Eco-Fins.


SAFCompany has unveiled a removable and replaceable Holland 2-in. AAR Kingpin system for hot dip galvanized upper couplers. Designed to meet AAR specifications, the system features a specially machined kingpin housing and kingpin. The former is welded into the upper coupler of the trailer prior to the hot dip galvanization process, allowing for complete and uncompromised upper coupler corrosion protection.

After galvanization, the replaceable Holland AAR kingpin is precisely secured into the housing with a special nut and collet fastener, allowing the kingpin to remain removable and replaceable over the life of the trailer. Because the AAR kingpin is installed in the upper coupler following the hot dip galvanizing process, it is not exposed to harsh chemicals and temperatures.

In addition to providing long-term integrity of the galvanized coating, the new AAR Kingpin can be easily and quickly removed and replaced, saving time and money over the life of the trailer. The system is designed to be compatible with 1/4-in., 5/16-in., and 3/8-in. bolster plates, utilizing the same housing and different length kingpins to accommodate the thickness variations. SAF Holland, Muskegon, Mich.;



IntercompPresented as an efficient and cost-effective alternative to older full size truck scales, LS-WIM Weigh-in-Motion Axle Series models are NTEP certified, making them legal for trade when weighing in static mode. The company’s new purpose-built indicator for the scales, the LS20, is equipped to weigh axle-by-axle dynamically (in-motion) or statically.

The LS20 features an easy-to-read LCD display and intuitive keypad design, and can be mounted where it allows drivers to enter and save 250 unique truck IDs complete with tare, individual axle and total gross weights. Internal memory stores up to 3,000 weigh records and the data can be exported via a USB drive or RS232 serial output—creating a complete, automated weigh station, manned or unmanned.

LS-WIM scales feature NTEP certified strain gauge load cell technology. The same type is used in full length truck scales, but requires a smaller footprint and exhibits installation, maintenance and initial cost benefits. Additionally, the compact, American-made axle scale systems feature a removable deck for ease of maintenance.

“This system allows users to collect individual axle weights to identify overweight axles or monitor inventory levels in entry/exit gate applications,” says Intercomp Marketing Manager Aaron Van Heel. “New components like the LS20 indicator create a complete system package for a larger variety of applications, including automating remote operations.”

The Axle Scale System can also be tied in with an optional outdoor wireless printer and a LED Display scoreboard with an integrated stop and go light, he adds. IntercompWIM software is can further automate the weighing process for long-term data collection and analysis. Intercomp Co., Minneapolis, 800/328-3336, 763/476-2531;



Joining the Ultra ONE series this year, from left: 22.5- x 14-in., 24.5- x 8.25-in., and 22.5-x 9-in. sizes.

Company has expanded its offering of the lightweight, heavy-duty truck Ultra ONE wheel with MagnaForce alloy. New 24.5- x 8.25-in., 22.5- x 14-in. and 22.5- x 9-in. sizes join the charter 22.5- x 8.25-in. version, which at 40 lbs. is nearly 50 percent lighter than comparably sized steel wheels.

Engineers described the Alcoa Ultra ONE 24.5- x 8.25-in. as the lightest and strongest wheel in its class. At 51 lbs., it weighs 3 lbs. less than its predecessor—the LvL ONE wheel. The Ultra ONE 22.5- x 14-in. wheel, at 52 lbs., represents an additional 2-lb. weight reduction from the prior offering. With a 12,800-lb. load rating, Alcoa 14-in. wheels are among the lightest on the market.

Rounding out the new Ultra ONE offerings are 22.5-in. x 9-in. wheels weighing 56 and 48 lbs., based on fitment; each save more than 50 lbs. versus a comparable steel wheel for improved productivity without sacrificing load rating. Especially suited to heavy-haul applications, each Ultra ONE 22.5- x 9-in. wheel has a 10,000-lb. load rating. Users can count on one-piece forged aluminum strength, 5x stronger than steel; low maintenance costs; and, no painting requirements. Alcoa Wheel and Transportation Products, Cleveland;



Terex iFirst shown at World of Concrete 2016, the new FD4000 front discharge model includes concept front and rear tandem drive axles with disc brakes versus previously standard drum brakes, netting improved performance with reduced stopping distance. The disc brake design figures to lower long-term operating costs by providing shorter service time and less costly replacement. The MX-25-810 front axle, recently adapted for on/off-highway conditions by Meritor engineers (note sidebar), reduces truck weight and affords tight turning radius.

The FD4000 truck’s new, lighter weight ZF mixer drum drive transmission and pedestal mounting also lighten tare to increase payload capacity. Inside the 11-yd. drum, new rear section paddles minimize mix clumping to improve concrete consistency. Self-cleaning fins reduce weight, curtail mix build-up and ease clean-up. The standard drum affords consistent discharge rates for low- to high-slump mixes.

Terex has added a 360-deg. camera to record and store video from around the truck and inside the cab. “This helps improve driver visibility as well as provide video documentation of concrete deliveries,” says Terex Construction National Field Service Manager Rick Simone. The new truck’s folding catwalk with railing adjacent to the discharge chute enhances clean-out efficiency, he adds, while the front fender and bumpers include a friction coating that better resists rock chips to increase component longevity. LED daytime running lights, headlamps and work lights improve visibility.

Inside the cab, drivers find a new dashboard design with logical gauge positioning, bright LED dome lights, and rear vents and louvers. Per customer requests, the model features a manual in-cab water-add control valve for simplicity and reliability.

The Terex Total Control System and wireless pendant simplify below-grade concrete deliveries and improve drum clean-up efficiency. The pendant box includes push-button control of drum charge and discharge, engine throttle high/low, emergency drum stop, and offers an expansion slot to tailor the system to specific operator needs.

The FD4000 is powered by the Cummins ISX 12, with 385 hp and 1,450 ft.-lb. torque rating; the engine is also available in 350 hp and 425 hp versions with 1,450 ft.-lb. and 1,550 ft.-lb. torque, respectively. Terex can likewise fit the model with the Cummins ISX 12G compressed natural gas-fueled engine bearing comparable power and torque ratings.

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The FD4000 and FDB6000 (above) models Terex rolled into the Las Vegas this year featured a host of weight-saving, driver comfort, plus maneuverability and safety upgrades.

Alongside the FD4000 in Las Vegas, Terex presented an upgraded FDB6000 front discharge mixer, with 266-in. wheelbase and 391-in. front axle to hydraulic tag axle span per Federal Bridge Formula specs, plus a drum with specs matching the four-axle truck. The FDB6000 is equipped with a Marmon-Herrington front axle offering a 42-deg. wheel cut; its steering system takes full advantage to reduce fully loaded turning radius to 68 ft., thereby improving site maneuverability and concrete delivery efficiency.

The FDB6000 mirrors the FD4000 headlamp and lighting plus 360-deg. video camera features. Inside the cab, drivers will find a new, heated adjustable seat and a control for an automated air/electric water-add valve for a 200-gal. aluminum tank. The newly designed instrument dashboard with logical gauge positioning increases operating efficiency.

The front fender and bumpers share the friction coating spec of the four-axle model. Two wide “grip” steps are incorporated in the roadside front fender to safely provide direct access to the FDB6000 cab. A third hanging flexible step and staircase type railing provide easy three-point driver entry.

Standard power is the MTU Series 1300 diesel engine, modeled after the Detroit DD 13, with 450 hp and 1,550 ft.-lb. torque ratings. Multiple MTU as well as Cummins diesel and Clean CNG engine power options are also available. An Allison 6-speed automatic transmission features Smart-Control technology that improves shifting performance and increases fuel economy. The Watson & Chalin 13K hydraulic tag axle, which helps meet Federal Bridge Formula standards, operates via single lift axle control module. A simplified brake/air system has limited connections to reduce air leakage potential.


The MX-25-810 shown with the EX+ air disc brake at the Meritor World of Concrete 2016 booth.
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Integrated powertrain solutions offer increased fuel efficiency, productivity, reliability, comfort and uptime, plus improved chassis packaging. Among new offerings are multiple engine enhancements, such as turbo compounding for the North American Volvo D13; Volvo I-Shift with Crawler Gears automated manual transmission; Volvo I-See; and, One-Box Exhaust Aftertreatment System.

Engine enhancements. The 2017 D13’s turbo compounding technology recovers wasted exhaust heat energy and converts it to useable mechanical energy that is transferred back into the engine. The result is up to a 6.5 percent improvement in fuel efficiency compared with previous engine models. Conditions benefiting most from turbo compounding include steady-state driving.

Volvo’s North American 2017 D11 and D13 engines bear updates netting fuel efficiency gains. They boost the D11 up to a 425-hp rating while improving fuel efficiency by up to 2.2 percent, and equip the D13 for a 2.5 percent fuel efficiency boost.

I-Shift with crawler gears. The automated manual transmission is designed with crawler functionality and startability, and especially suited to applications requiring a slow speed and maneuverability—concrete mixers with curb pouring capability, asphalt paving, spreaders, dump trucks, heavy haul and line painters.

Also boosting operating efficiency is the Volvo I-See system, which works in tandem with the I-Shift transmission. I-See gauges road topography and stores such data for the next time the driver travels a route. Built-in electronics constantly monitor road grade, speed, weight and engine load to help maintain the most efficient gear possible to save fuel during the driving cycle.

One-Box Exhaust Aftertreatment System. The new single-piece treatment package combines the diesel particulate filter with the selective catalytic reduction and diesel exhaust fluid doser into a single unit. The system also features improved low temperature NOx conversion for lower emissions. The configuration results in improved efficiency, smaller chassis packaging requirements, and a weight reduction compared with a two-box unit. —


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The company presents the patent-pending SafeJet System as the answer to a problem plaguing the ready mixed concrete industry. While improving ladder and platform safety has been a constant target, a major contributor to equipment climbing and navigating injuries remains: Poor lighting, uneven terrain, wet surfaces and gloves, plus other jobsite conditions hampering drivers.

The answer came from a Beck Industrial customer who believed that even if truck manufacturers could not eliminate ladders, measures could be taken to dramatically limit their use, especially on construction sites. Mounted at the base of the discharge hopper, the SafeJet channel and nozzles effectively rinse parts of the mixer drivers cannot reach from the ground, and reduces, if not eliminates, the need to climb the ladder and wash out after discharging each load. Additional benefits include improved driver morale, employee recruitment and retention, reduced cleaning costs, and dramatic washout time reduction. For the safety and efficiency minded concrete producer, product engineers contend, SafeJet is one of the most meaningful advancements in mixer technology in some time.

SafeJet is available on new Beck models or as retrofit package for most mixer makes. The device draws water from the tank by a diaphragm pump that boosts pressure (100-120 psi). Valves at the rear of the truck can be opened to release water through strategically located spray headers to wash out the collection hopper or the drum blades. Beck Industrial, San Antonio, Texas;