Archive for October, 2008
Thursday, October 9th, 2008
North American diesel engine production is taking a short breather in 2000 after impressive gains over the last five years. Including a slight decline in 1996 (-0.8 percent), the growth from 1995 to 1999 was over 33 percent. Not surprisingly, the on-highway diesel engine production (for trucks, buses and coaches) dominates North American production.
In 1995, on-highway production was 74 percent of the total North American diesel engine production compared to 78.5 percent in 1999 and a forecasted 78.8 percent for 2000. In other words, as on-highway goes, so goes the total.
The premium heavy-duty Class 8 diesel production is expected to decline at least 25 percent in 2000 compared to the peak of 331,000 in 1999. Medium-duty diesels traditionally follow heavies by three to six months and are forecasted down at least 10 percent in 2000. The wild card in the diesel engine production formula has been light-duty. Growth in light-duty diesels for 2000 was less than 5 percent but enough to threaten the predicted downturn of the total market.
In 2000 truck market was faced many major problems; new truck overselling creating a used truck for sale, a continuing lack of qualified drivers, rising interest rates and the price of diesel fuel.So what will change in 2001?
Probably not much. We predict little change in 2001 for the heavy-duty truck and medium-duty truck markets. We feel both will continue to be weak in line with their performance in the last half of 2000. If the market was worried about the overselling in 1997 creating a used truck glut in 2000, take a good look at the heavy- and medium-duty truck for sale in 1998 and 1999. Last year was the peak for both markets and 1998 increased more than 10 percent compared to 1997.
The major fleets will have to purchase new trucks sooner or later, which will help stop the truck order free fall currently being experienced. Fuel prices may stabilize, but a per barrel price of $28 (mentioned as a good stopping point by OPEC and many analysts) will be more than twice the price we were enjoying only six months ago. Wars in the Middle East could ignite and fuel supply could send prices well above the $28 level — it currently is in the high $30 range. Interest rates are another variable that could be influenced by energy prices as well. Inflation based on energy prices could result in higher interest rates, although most analysts are predicting current rates to stay stable over the next year.
The driver shortage will continue with more women and mid-20s and younger drivers in the workforce. This is not a new problem for the major fleets and will probably affect the transmission selection (with a greater emphasis on automated manuals and automatics) more than the truck demand.
Light-duty truck diesels are a refreshing contrast. Currently, 3 percent to 4 percent of the Class 1 through Class 3 truck factory sales are diesel. Many of the applications, under 8500 lb. GVW, are not potential for do-mestic diesels due to emissions regulations. However, that is all expected to change by the 2002 model year. We believe the light-duty market will level in 2001, but increased penetration will increase light-duty diesel production volume.
There are a number of new diesel engine models being developed for light-duty trucks by international for Ford, Isuzu for GM and Detroit Diesel and Cummins for DaimlerChrysler.heavy duty truck have some model that is Conventional truck, dump truck, crane truck, flatbed truck etc, and medium duty truck also have model van truck, wrecker tow truck, concrete truck etc. It now appears the Detroit Diesel Delta diesel will be the choice for trucks below the Dodge Ram, while Cummins continues to meet its supply contract for the Ram with its B series. In 2001, we forecast the on-highway diesel engine production in North America to increase almost 3 percent, despite declines in medium- and heavy-duty trucks. Light-duty diesels are expected to rise 12 percent, which equates to 64,000 engines. Although dominant (79.1 percent of the total for 2001), on-highway diesels are not the only application in North America.so here we give some models of heavy medium and light duty truck.if you want more knowledge and information than website gives in detail.
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Wednesday, October 8th, 2008
Every truck enthusiast knows that it is not just the sleek design and look of the truck that matters but in fact the nut and bolt operations and the service that goes with it. When one is talking of the world’s best trucks it is but natural that the simple and elegant red and silver bug logo of the Kenworth truck come to mind. Kenworth, the name stands for superior quality, for life. It has always been the aim of the company to produce trucks of quality that provide the best use to the trucker and his company.
Kenworth is very old truck.Kenworth was founded in 1923 and has a long and rich history. Kenworth has been a pioneer in the trucking industry and has always stepped ahead to produce better trucks using the most modern technology. In 1933 Kenworth became the first trucking company to switch from gasoline to diesel engines and it produced the first cab-over-engine model. In more recent times the Kenworth trucks have used state-of-the-art aerodynamics to give them an edge over other trucks.The Kenworth truck sales indicate the long nose Kenworth W900 has been the most popular Kenworth over the years is the preferred choice of owner operators. The T300, T600, T660, T800 and the T2000 are also popular models.
A subsidiary of PACCAR, the company manufactures semi-trucks, medium duty truck and heavy-duty trucks. M.A.S.K also used a Kenworth W-900 and was even a part of its logo.
Kenworth is known to take seriously the needs of truckers and does everything to enhance the performance of the Kenworth trucks. Whether one buys a new Kenworth truck, semi truck or a used Kenworth truck for sale, the owner is assured of the superior quality of the machine as well as the services they will receive.
It’s no secret that the kenworth truck is more expensive than other semi trucks for sale. However most educated semi truck owners realize that the upfront cost is only one of three components that actually determine which truck delivers the best return on their investment. Year over year, Kenworth used trucks consistently command the highest in resale value amongst class 8 trucks. Add this to the fact that Kenworth trucks also deliver the lowest operating costs of any semi truck in the market. The bottom line is that the world’s best truck is also delvers the greatest investment value of any semi truck in its class.
The strong sales network ensures that irrespective of where you live you will find the Kenworth truck of your choice. The Kenworth truck company offers the PremierCare program that ensures that the Kenworth truck or any other manufacturer’s semi truck is in excellent shape on or off the road. This program includes roadside maintenance, preventive maintenance and many other services. Furthermore the PremierCare Parts & Service dealer ensures that you get the parts you need for the price you want.
For its incomparable production and sales performance Kenworth has won. It is an acknowledged leader in the trucking industry for its persistence in providing its customers the best machinery, technology and services.
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Tuesday, October 7th, 2008
One of the most recognizable brands of trucks is Mazda. Founded in the first quarter of the 20th century, Mazda is one of the biggest Japanese manufacturers of automobiles, and is estimated to produce more than 1 million automobiles per year with sales in Japan, Europe, and North America. But before becoming an international super-company, Mazda was once the Toyo Cork Kogyo Company, which was founded 1920 and manufactured machine tools.
Mazda is one of the leaders in automobile manufacture and technology. Mazda pioneered a lot of fresh innovations previously unknown in the automotive industry, and is the only producer of the Miller cycle engine in the world and the last remaining manufacturer of Wankel engine, which uses a rotor instead of the reciprocating pistons found in most standard internal combustion engines today.
The secret to the success of Mazda lies in its long tradition of craftsmanship and quality that incorporates into its vehicles. Mazda is the Avestan word for wisdom, and it is the wisdom of many years of superior engineering and technical know-how that Mazda incorporates into its trucks, right down to the smallest Mazda Truck Part and Mazda Truck Accessories. And this is important, since every part and accessory incorporated in the Mazda contributes to its overall performance on the road. There are many Mazda Truck Parts that can be found on the Mazda, but they often share the similar construction. Take the chassis as an example. Most trucks have a frame or chassis that is mainly constructed of two beams and several crossmembers. This type of truck chassis consists of two parallel straight C-shaped beams, or in some trucks stepped or tapered beams, which are held together by the crossmembers. And since trucks are used primarily for heavy duty use such as hauling cargo, truck chassis is usually made of specially tempered steel or in some cases aluminum for lighter weight. And aside from the chassis, most Mitsubishi trucks share similar construction of the engine as well. Heavy duty trucks for sale often use four stroke turbo intercooler diesel engines which provide a lot of torque and horsepower, while light and medium duty trucks such as pickup trucks and SUVs use a more fuel-efficient gasoline engines. Other Mazda Truck Parts that share similarities also include the drivetrain, transmission, and some hydraulic and electrical systems.
But aside from rugged and reliable performance, Mazda trucks can also be fitted with Mazda Truck Accessories to enhance the look of the vehicle. Mazda Truck Accessories such as bike racks, dash trim, floor liner and floor mats give your truck a more stylish look, while grille guards, car covers, bug shield, and hood protectors provide additional protection while adding to the overall appearance to the exterior of the vehicle.
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Monday, October 6th, 2008
Creating an improved aerodynamic shape for heavy-duty truck by mounting sideskirts can cut fuel consumption and emissions by up to 15%, according to road testing by the PART (Platform for Aerodynamic Road Transport).
Sideskirts are plates which are mounted on the sides of trailers, primarily with a view to underrun protection. The new aerodynamic design of the sideskirts substantially reduces the air currents alongside and under the trailer for sale and thereby also the air resistance.
Initial driving tests with a trailer equipped with the aerodynamic sideskirts over a straight stretch of public road revealed a cut in fuel consumption of between 5% and 15%. Subsequent research comprising long-term operational tests by TNT displayed a fuel reduction of 10%.
These results confirm calculations and findings from the wind tunnel tests that had established that the observed 14 - 18% reduction in air resistance led to 7 - 9% less fuel consumption. In practice, the figures are in fact even better.
PART expects that the cost of fitting aerodynamically-shaped sideskirts will be recouped within two years. Furthermore, the sideskirts can be fitted to approximately half the trucks currently in use in the Netherlands as the skirts can also be retrofitted.
Road tests have also already been initiated on boat tails. These constructions on the rear of a trailer ensure a reduction in the wake—the vacuum and air currents which arise when the trailer is moving. In theory, a boat tail could also mean a cut in air resistance of 30%, with a fuel reduction of 10 - 15%. These road tests should also confirm the earlier, highly positive results from the windtunnel.
Boat tails, however, are limited in practical use, in particular when loading and unloading—safety aspects and problems with exceeding maximum vehicle sizes prevent these being used for many types of vehicles.
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Friday, October 3rd, 2008
Medium and heavy duty truck parts are expensive and sometimes difficult to find. With all of the money that is required to invest in a big rig, and the reliance that we place on these vehicles to make us money and transport products from one location to another, it is essential to find these medium and heavy duty truck parts and quickly and affordably. The following paragraphs will outline the benefits of purchasing used medium duty truck and semi truck parts and accessories.
Heavy duty used equipment dealers are able to offer discount prices on a variety of salvage heavy duty and big rig truck parts. While every truck dealer is different, the goal is to provide their customers with quality used medium and heavy duty truck parts and accessories at competitive prices. This is particularly beneficial for those making a corporate purchase of several salvage big rig parts in bulk as it allows you to build a relationship with a salvage big rig dealer and have significant financial savings.
Not only do heavy duty used equipment dealers offer a substantial savings to purchasing new products, but they are also able to locate hard-to-find parts. Businesses such as this specialize in locating or ordering surplus, obsolete, take-off, and salvage parts and accessories for heavy and medium duty trucks to meet its clients’ needs. In addition, some of the dealers even have a specialized sales staff that is available to discuss and determine your parts and accessories needs. By contacting a medium or heavy duty used equipment dealer, you save time as they are often able to help locate hard-to-find parts and accessories.
As a medium or heavy duty truck company, it is imperative that your employees have the parts and accessories that keep your driver safe on the road. By relying on a medium duty or big rig used equipment dealer, you can gain access to parts that are no longer manufactured. Since medium and heavy duty trucks are such a large expense, it makes sense to maintain and preserve the quality of the equipment. However, after a period of time new makes and models become available, and the older parts and accessories become obsolete. If one fails to rely on a medium or heavy duty truck company to supply these parts and accessories, the driver is left without adequate parts, which may jeopardize their comfort or safety, or the truck company is forced to purchase an expensive new big rig in its place.
Medium and heavy duty used equipment dealers offer a number of benefits including: making salvage parts available at discount prices, locating hard to find parts that would otherwise be difficult to purchase, and keeping your big rig in top condition by purchasing parts and accessories that are no longer manufactured. By following the recommendations above, your trucking company can reap the many benefits of relying on a medium or heavy duty used equipment dealer for your parts and accessory needs.
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Thursday, October 2nd, 2008
Trucks are divided into light-duty truck, medium-duty truck, and heavy-duty truck classifications depending on their weight. Heavy-duty trucks have a gross vehicle weight of 33,000 lb (15,000 kg) or more (i.e. the weight of the vehicle plus the weight of the payload is 33,000 pounds or more). When a heavy-duty truck is pulling a trailer, it may have a gross combination weight of 80,000 lb (36,360 kg) or more.
Technically, a vehicle that carries the load by itself, without a trailer, is known as a truck, or a straight truck. Examples include certain dump truck, concrete mixers, and garbage trucks. A vehicle that pulls the load in a trailer is known as a tractor. The tractor is coupled to the trailer through a pivot point, known as the fifth wheel, which is mounted on top of the tractor frame. Most of the big rigs on highways are tractors pulling trailers.
The first gasoline-engine trucks were developed in the United States in the 1890s. During World War I, trucks played an important role moving supplies at home and overseas. With the development of a system of paved roads in the United States during the 1920s, the number of truck manufacturers grew. By 1925, there were more than 300 brands of trucks on the road. Some manufacturers came and went quickly. The Great Depression of the 1930s finished many more. By the 1990s, there were only nine heavy-duty truck manufacturers left in the United States. Together they build about 150,000-200,000 trucks a year.
Trucks use steel for strength and durability, aluminum for light weight and corrosion resistance, polished stainless steel for bright finishes, and molded plastics for complex shapes.
Frame rails and crossmembers are usually formed from high-tensile steel. Suspension components, axles, and engine mounts are also made from steel. Some are cast and some are fabricated and welded.
The cab structure and outer skin may be made from steel or aluminum. If steel is used, the metal is coated with one or more layers of corrosion barriers such as zinc. On some cabs the roof may be made of fiber-glass to form the complex curves required at the corners.
The hood and front fenders are usually molded in plastic or fiberglass because of the complex aerodynamic shapes. The front bumper may be stamped and drawn from steel or aluminum, or it may be molded in plastic and backed with a steel substructure.
Truck manufacturers usually design a new model about every five to seven years. The new design incorporates advances in technology and materials, as well as changes desired by the customers. The design team will use a clay model to determine the overall styling, then build a prototype cab and hood for review and durability testing. As the design progresses, they will build an entire prototype vehicle for road testing. Just before the new truck goes into production, they will build one or more pilot models using actual production parts to spot any last-minute assembly problems.
In addition to the basic model, the engineers must also design all the options required by customers for different truck applications. Some manufacturers have as many as 12,000 options for their line of heavy-duty truck models.
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Wednesday, October 1st, 2008
It’s bizarre, pointless and strangely appealing, so much so we decided to conduct our own World’s Strongest competition. Rather than scouring the Ukraine for guys who can bench-press BMWs, we used the vehicles themselves as contestants. And not just any vehicles: the biggest, strongest, most abnormally pumped-up pieces of street-legal machinery you can buy without a special license.
We’re talking about heavy-duty trucks, and the bigger the better. There were no rules against foreigners, but it was an all domestic field consisting of the 2006 Chevrolet Silverado 3500, the 2006 Dodge Ram Mega Cab 3500 and the 2006 Ford F-350 Super Duty.
Like the bald-headed big men on TV, these trucks would be subjected to plenty of heavy lifting. Most of it came in the form of towing a trailer up the steep Jacumba grade near the U.S./Mexico border in Southern California. There would be no cheering crowds and no prize money: only the distinction of being crowned the World’s Strongest Pickup. Let the grunting begin.
Since this was going to be a test of serious hauling capability, all three of our 1-ton trucks were equipped with dual rear wheels and four-wheel drive. An extra set of wheels in back helps stabilize loads when you’re towing, while the ability to send power to the front wheels is added insurance when the pavement ends.
We also specified crew cab body styles and the longest beds possible for maximum passenger and cargo room. The Chevy and Ford trucks were your standard crew cabs, while the Dodge was a super-sized Mega cab. The extra-large Mega Cab adds serious passenger room, but reduces the bed length to 6 feet, 4 inches. Both the Chevrolet truck and the Ford had full-size 8-foot beds.
Our final criteria were diesel engines and automatic transmissions. With their massive amounts of torque, diesels are the ticket for heavy-duty hauling, and although all three trucks come standard with manual transmissions, we tested automatics since they’re easier to live with on a day-to-day basis.
Going with diesel power isn’t cheap. On the Chevrolet Silverado, the Duramax V8 is part of a $6,705 package which, along with a few other extras, boosted our test truck’s price to $48,855. Ordering Ford’s Powerstroke V8 and Torqshift automatic for our F-350 tacked on $6,240. It also had the King Ranch appearance package and several stand-alone options that upped the total price to $52,575. Our Dodge Ram Mega Cab came standard with a 5.9-liter Cummins inline-six turbodiesel, but when combined with a long list of additional options, the final price topped out at $55,715.
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