Archive for the ‘heavy duty truck’ Category
Tuesday, December 30th, 2008 |
Latest SCR technology-equipped Euro 4 Volvo FH trucks with an arresting series of air-brush murals that feature characters from the famed cartoon series - ‘The Simpsons’. However, the most functional dysfunctional American family may not be the push behind the trucks. It could also be attributed to the green trucks used by the company.
The idea of painting a new Volvo with scenes from the lives of the eponymously named ‘First Dysfunctional Family of America’ was initially mooted as an idea by the company’s drivers as a means of raising the profile of the company. However, indulging livery is just part of the foreplay. In fact, the company’s new Euro 4 and Euro 5 Volvo trucks, which are all set to operate at 44 tonnes GCW, are already achieving development in fuel economy. Compared to the Euro 3 FH’s, which are delivered as part of the same 41 truck order, fuel efficiency of Euro 4 and 5 are increased by 7.5 per cent.
“Within one month of putting the new Volvo’s on the road, we were seeing an improvement from the Euro 4 and Euro 5 trucks compared to the Euro 3 FH’s. The trucks are loaded on both legs of the majority of trips. Adblue consumption is typically 3 to 4 percent of diesel usage and top ups are not a problem as we have an IBC dispenser at each of our sites,” said David.
The Globetrotter XL-cab FH-520 featuring the Simpsons’ murals, provided by Volvo Dealer Crossroads Truck and Bus, is equipped with polished aluminum wheels, an Office Pack, a Prestige trim, a microwave oven and a fridge. According to the company, the balance of the order includes the 15 Euro 4 6×2 FH-460 Globetrotter XL-cabbed tractor units with I-Shift and Prestige trim plus a Globetrotter XL-cabbed Euro 5 FH-480 with I-Shift. David is anticipating for the government incentives for the Euro 5 compliant trucks if the proposed London Low Emission Zone would be transformed into law.
The deal also includes 24 Euro 3 FH 6×2 tractor units. All 41 chassis supplied perfectly fit the automaker’s Transport Information System and Dynafleet Communication Tool. The tool is utilized by R W Simpson’s Traffic Office to monitor fuel economy and track vehicles to ensure that customer delivery windows are satisfied. Now just any body on the road could appreciate Homer Simpson’s distinct as well as his ubiquitous Duff beer.
Volvo Trucks, a famed Swedish manufacturer and the world’s largest heavy-duty truck for sale brand, is founded back in 1927. The company employs about 20,951 people globally and produces well-equipped trucks. Volvo Trucks is headquartered in Gothenburg, Sweden. However, it manufacture of trucks in 17 countries. The high-performance trucks made by the company are equipped with quality Volvo cargo liner for added protection.
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Wednesday, December 24th, 2008 |
There are a few common problems that many Truckers come across with the motorists. By exercising a little of that common sense, many accidents involving Heavy Duty Trucks and Passenger vehicles could be avoided. That old adage, “It is better to be Safe than Sorry,” certainly applies here!
Even with a limited number of things to move, your car can be too small and it will take many trips to get all things to another place. although we have not covered even one percent of our grounds yet, things are moving rapidly. We have established ourselves on the Internet and are quickly becoming known in the business. Working advertising for trucks and trailers in the entire 50 states as our main source of revenue our company is doing well. Our entire sales team is excited and everyone is fighting for the top position as salesmen of the month.
There are a few common problems that many Truckers come across with the motorists.
1. Peek-a-boo! - Now you see them, now you don’t. This peek-a-boo game is very troublesome to truckers. Large trucks have several blind spots which make it hard for the drivers to see other motorists who like to hang out there. The best thing that you can do is either pass the truck or stay a comfortable distance behind them. When in doubt, check for the trucker’s side view mirrors. If you can see them, then chances are that they might be able to see you too.
2. Brake this habit – Many of us at one point or another gets stuck behind a large truck. So the most logical step would be to change the lanes to pass the truck away. No problems with that … the problem lies in a vehicle cutting back into the truck’s lane right in front of them, then braking for a turn or just slowing down, period. What most motorists don’t take into account is that truckers need a lot of space in order to slow down, at least two to three times the amount of passenger vehicles.
3. Teaching a lesson - Some drivers of passenger vehicles like to try and “teach” truckers a good lesson. Several times drivers think that the big Trucks and Trailers are either going too rapidly or slow. So they’ll speed up to pass the trucker and then get back in the trucker’s lane and slow down. Many parents tell their kids, “Worry about yourself,” and it would be smart for other motorists to heed that advice. Leave it to the troopers and policemen to enforce the laws of the road.
4. Back up and try again - In this day and age of technology, people are more accustomed to instant results and hate waiting for anything. Unfortunately, when big trucks have to back into a space, it may take a few tries to succeed. Motorists should appreciate the fact that these trucks are bigger than they are and let the truckers do their job. Such As freightliner truck, International truck, western star truck, volvo truck, ford truck etc.
By exercising a little of that common sense, many accidents involving Heavy Duty Trucks and Passenger vehicles could be avoided. That old adage, “It is better to be Safe than Sorry,” certainly applies here.
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Friday, December 12th, 2008 |
There are few vehicles that are considered to be tougher than the heavy duty trucks present in today’s world. They have so much functionality to boot, as they take part in helping nations out in transporting all types of goods. But before jumping on the bandwagon, consumers should investigate the intricacies of trucks and how they function.
Trucks are quickly becoming a target for environment moguls, who claim they are having a negative impact on the environment. While that may be so, they are becoming much more friendly both to the environment and to the economy of the nations they seek to better. After all, how else would nations transport goods across vast distances without the great help trucks and their drivers provide?
There are two concerns for truckers when they are out on the road. First, there is a possibility that they could wreck and cause harm to their truck- which is no easy feat in fixing. Next, their cargo will likely obtain damage and have to be thrown away. Depending on what is inside, this in itself could be extremely costly. Luckily, there are insurance types for both trucks and cargo, depending on what truckers need.
It isn’t all a loss to truckers and their income, however. Truckers can make money from their rigs by submitting to truck shows, which are prominent all across the world. Large awards, bonuses, and cash prizes are awarded to those with especially nice trucks of all types. The United Kingdom in particular has a large amount of festivals just for such an occasion.
All across the world, there are a few truck manufacturers that take the spotlight in quality trucks and equipment. Among them is the Ford company, who has maintained a global reach for some time now. Volvo truck, Mack truck, and Mercedes-Benz also have strong roots in providing the best heavy duty trucks to those who need them around the world. But it isn’t always the best bet to obtain such trucks from these manufacturers- as they are quite expensive, and insurance rates are equally as frustrating.
A good option in obtaining the right truck at the proper price is to consult the Internet. Only the Internet allows people from all around the world to connect and buy or sell their trucks worldwide. This allows for much more competition in pricing, and also gives truckers a global reach in order to find the best prices. Online stores also give intriguing discounts to those who are looking for the perfect truck to fulfill their needs.
Final Thoughts
Truckers around the world are starting to realize that there is much to appreciate in obtaining a proper heavy duty truck. And with the advent of the Internet, there hasn’t been a better time to get into the industry thanks to solid pricing options. If the will to obtain such a majestic type of truck is still present, consult several Internet resources or auction sites to get started.
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Sunday, December 7th, 2008 |
Heavy duty trucks for sale are a type of vehicle that is meant to get a specific task done. Semi trucks, for instance, will transport all kinds of goods around the nation to where they are needed. Other trucks are more for show, such as the consumer class line of trucks. Whatever the case, there are a few topics to address in concerns to such trucks.
Those who like keeping the environment looking its best might want to steer clear of heavy duty trucks. Their extra weight and heavy engines will impact their fuel economy in poor ways. Thankfully there are hybrids and other types of technologies coming out to help save the trucking world from a bad reputation, although it could be quite some time before trucks start obtaining gas mileages that common cars today do.
There are two concerns for truckers when they are out on the road. First, there is a possibility that they could wreck and cause harm to their truck- which is no easy feat in fixing. Next, their cargo will likely obtain damage and have to be thrown away. Depending on what is inside, this in itself could be extremely costly. Luckily, there are insurance types for both trucks and cargo, depending on what truckers need.
Truckers can always make money from their rigs by doing work and transporting goods. But when they want to have a little fun, truckers can even make money by submitting their works of art to truck shows. Truck shows are popular among the US and United Kingdom, although there are shows all around the world to enjoy. And for truckers, large cash prizes and benefits come from such endeavors.
All across the world, there are a few heavy duty truck manufacturers that take the spotlight in quality trucks and equipment. Among them is the Ford company, who has maintained a global reach for some time now. Volvo truck, Mack truck, and Mercedes-Benz truck also have strong roots in providing the best heavy duty trucks to those who need them around the world. But it isn’t always the best bet to obtain such trucks from these manufacturers- as they are quite expensive, and insurance rates are equally as frustrating.
A good option in obtaining the right truck at the proper price is to consult the Internet. Only the Internet allows people from all around the world to connect and buy or sell their trucks worldwide. This allows for much more competition in pricing, and also gives truckers a global reach in order to find the best prices. Online stores also give intriguing discounts to those who are looking for the perfect truck to fulfill their needs.
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Tuesday, November 4th, 2008 |
Western Star Trucks has designed a 40-ton dump truck that it says is a lower-cost alternative to traditional haul trucks. The extra-heavy-duty truck is based on a 6900XD with a commercial-style cab, and an off-road chassis with a standardized power train and an integrated dump box that cost less to buy, operate and maintain.
Aimed at quarry and dirt-haul operations with well-maintained haul roads, the three-axle 6900XD 40-ton dump can haul the same loads as 35- to 40-ton articulated and rigid dump trucks but uses about 35 percent less fuel. Fuel consumption of 7.13 gallons per hour has been recorded on hauls of more than 12 miles, the company said. The truck’s top speed is 43 mph.
The vehicle costs “considerably less” than a traditional haul truck because it is an uprated on/off-highway truck instead of a downsized “yellow iron” machine normally used in this payload range, The 6900XD’s engine, transmission, axles, wheels and tires are long-lasting and efficient, but replacement parts are less costly and easier to obtain. For example, its high-pressure 14R25 earthmoving tires are priced about 40 percent less than larger specialty tires needed by haul trucks.
The 6900XD’s 14-liter 475-horsepower Detroit Diesel Series 60 runs through a 6-speed Allison 4500 RDS automatic transmission. The Axletech tandem rear axles have planetary-gear reduction and are combined with a high-articulating Chalmers 800 mechanical suspension for a capacity of 110,000 pounds. A 28,000-pound non-driving front axle needs no drop boxes and transfer case, and its flat-leaf springs are simple and easy to maintain. Brakes are a simple and low-cost dry drum design that are effective but easier and cheaper to maintain than the wet discs used by haul trucks. A Jacobs Engine Brake is standard.
The severe-duty galvanized steel cab is air suspended and comes with a multi-adjustable air-ride seat, tilt-telescoping steering column, premium insulation, roomy dimensions, and other features to make the driver comfortable and productive. Complete gauges and waterproof marine-grade rocker switches are included. An exterior sun visor limits glare through the large two-piece windshield; the two-piece design limits the cost of replacing broken glass.
The dump box is made by J&J Truck Bodies & Trailers expressly for this truck model. J&J constructs it of Hardox 400 and 450 steel, with 5/16-inch sides and a 5/8-inch floor and 5/8-inch liner strips. Capacity is 24 cubic yards struck and 30 yards heaped; rated payload is 77,100 pounds, for a total laden vehicle weight of 138,000 pounds. The hoist mechanism includes a four-stage hydraulic cylinder that can tip the body in 25 seconds at 1,000 rpm and lower it in 18 seconds at the same engine speed.
A heated dump body is one of the features of an optional cold weather package, which also includes a block heater and ether starting system, -60F coolant, and a heated fuel-water separator. Other options range from an automatic chassis greasing system to carbon filters for the cab’s heating and air conditioning system.
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Saturday, October 25th, 2008 |
There was a time not long ago when hybrid trucks were going to rule the world of commercial vehicles — if you believed the predictions.
Now that elections on both sides of the border are occupying our attention, we’re hearing lots more predictions, and we all have to be wary about which ones we choose to believe — whether they are political in nature, or commercial.
Back in May, 2003, with gasoline in the United States hovering around $1.50 a U.S. gallon, FedEx, the package delivery giant, was predicting that it alone would have 30,000 hybrid trucks on the road in just a few years. The New York Times revisited that prediction this past summer, and did a count. It found that today in the U.S., all companies together have only about 300 hybrids on the road.
The FedEx prediction was an easy one to believe. Stop-and-go traffic is one place hybrids excel, and that’s where you’ll find delivery trucks. They operate many hours every day and a travel a long way in a year, and that multiplies the opportunities for saving fuel. And with gasoline now in the range of $3 a U.S. gallon and up (with diesel somewhat higher), the shift to hybrids should be well under way by now. It isn’t.
Well, Kevin Beaty, manager of hybrid power systems for the Eaton Corp., which makes hybrid delivery trucks and other medium- and heavy-duty vehicles, notes that production of hybrids is limited. That means there are few economies of scale, so the price premium for a hybrid is still pretty hefty.
That a delivery truck that costs $40,000 as an ordinary diesel will sell for about $70,000 as a hybrid. That’s a stiff price, and a FedEx spokesman said the company has calculated that, with $3 gasoline, the payback period would be 20 years.
The upshot is that FedEx still has only about 100 hybrids operating. Its big competitor, UPS, has a handful. Coca Cola has a few. A few city utilities have a hybrid or two. The U.S. military is doing some experimentation.
Heavy hybrids are much more scarce than the light duty truck and medium-duty truck, and are likely to remain so for a while yet.
It’s not that hybrids don’t work; they do. But for most users, the price is just too steep, the pay-back time just too long, and after crunching numbers, people are opting to stay with conventional technology.
Widespread adoption of hybrid truck technologies thus will have to await some sort of incentive programs from governments, and, given the current economic uncertainty, it’s tough to see that happening anytime soon.
In the meantime, research goes on, driven by the certain need to reduce environmental damage. That’s what’s behind everything done at places like the U.S. National Renewable Energy Laboratory.
There, scientists are paying a lot of attention to ways to improve both diesel engines and diesel fuel — working to improve upon existing technologies.
More stringent emissions standards have already led to improvements, and that work will continue in the expectation that emissions will be even more tightly regulated in the future. The ultimate objective is near-zero-emission engines burning sophisticated liquid fuels.
If that can be done at a price the market considers reasonable, it will be an important step.
In the meantime, the lab is working on advanced heavy hybrid systems, along with most heavy duty truck manufacturers. The research is moving into the marketplace, but slowly, so no one is even close to high-volume production.
So while it seems likely that the price premium for hybrids will come down, it will be a slow process. And until it does, making a solid business case for hybrids will be difficult for most companies.
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Tuesday, October 21st, 2008 |
The continual flourishing sales of heavy-duty trucks are beyond the expectation of many analysts. Undoubtedly, heavy-duty trucks became the largest highlight in the market for motor vehicles during the first quarter of 2008, their sales added up to 167,232 sets with a year-on-year growth rate of 58.70 percent, thus making trucks the type with the largest growth margin in the respective markets for the 4 major types of motor vehicles and the only type having seen an increase of market shares. During the first quarter, altogether 29,953 heavy-duty trucks were sold with a growth rate of 72.78 percent year on year.
What is noteworthy is that in the market for heavy-duty truck for sale, the higher the tonnage of heavy-duty trucks of a type is, the smaller the growth rate will be and medium- and heavy-duty motor vehicles began to sell like hot cakes, which is in contrary to the case in 2007. Both the proportion and market demands for those series of heavy-duty trucks with a total mass of 19~30 tons are improving steadily while both the proportion and growth rate of those heavy-duty trucks with a larger tonnage and a total mass larger than 32 tons decrease, and demands for such trucks present a decreasing trend in the market. As analyzed, the main reason is that many clients engaged in long-distance transportation begin to purchase motor vehicles with a light kerb weight under the influence of charging by weight. During the first quarter, altogether 75,194 incomplete vehicles were sold with a year-on-year growth rate of 64.32 percent. In the market for heavy-duty incomplete vehicles, the higher the tonnage of heavy-duty trucks of a type is, the larger the growth rate will be; and products with a large tonnage sell like hot cakes. Such a phenomenon is right in contrary to the case for heavy-duty complete vehicles. The proportion of chassis for those series of quasi heavy-duty vehicles with a total mass between 14 tons and 19 tons is increasingly decreasing, and the growth rate has been slow in recent years. The demands for those series of heavy-duty vehicles with a total mass larger than 19 tons and no less than 32 tons increase steadily and the proportion of such vehicles is the largest, and the demands for such vehicles are flourishing in the market. The proportion of those series of heavy-duty trucks with a total mass larger than 32 tons is the smallest, but demands for such vehicles have been increasing most rapidly in recent years.
During the first quarter, altogether 62,085 semi-trailer towing vehicles were sold and the year-on-year growth rate amounted to 46.85 percent, making semi-trailer towing vehicles a type with the lowest growth rate of distribution among three types of heavy-duty trucks. The main reasons include that the demands for such a type of heavy-duty trucks increased too rapidly last year and that the base was excessively large. In the market for semi-trailer towing vehicles, the growth rate and proportion of the demands for such series of quasi-towing vehicles with a total mass larger than 25 tons and no more than 40 tons are the largest. It can be said that any enterprise seizing the market for trucks falling into those series of heavy-duty trucks with such a tonnage will grasp the market for semi-towing vehicles as a whole. Heavy duty trucks are many diffrent models International truck, sterling truck, Chevrolet truck etc.
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Thursday, October 16th, 2008 |
Mercedes Benz, which supplies engines for Daimler Trucks of North America, ranks highest in customer satisfaction among vocational trucks with heavy-duty engines, receiving an index score of 760 on a 1,000-point scale. The manufacturer performs particularly well in the performance, cost of ownership and warranty factors. Cummins (733) and Mack (727) engines, respectively, follow Mercedes Benz in the rankings.
The study finds that sales personnel for heavy-duty truck dealers need to have a better understanding of their customers’ engine needs. Forty percent of heavy-duty truck owners either relied solely on the salesperson to choose their engine for them, or purchased their truck “as is” off of the lot. The average overall satisfaction score is 712 points at two years of ownership when owners let the dealer choose their engine, or purchased their vehicle “as is,” which is significantly lower than when owners choose their engines without the salesperson’s help (745).
Additionally, only 29 percent of owners who purchased their truck “as is” or relied on the dealer to choose their engine report they “definitely would” repurchase the same engine brand. Conversely, 45 percent of owners who were actively involved in the engine decision process say they would repurchase the same engine brand.
“Owners are increasingly taking a passive role when it comes to choosing an engine, so salespeople need to understand which engine is best suited for each application and pick the most appropriate product for the customer—even when the customer is buying a truck off the lot,” said Brian Etchells, senior manager of the commercial vehicle group at J.D. Power and Associates. “Owners who were not involved in the engine selection are more likely to report dissatisfaction with the engine’s horsepower, torque and fuel economy as primary reasons that they will not repurchase the same engine. Issues with the horsepower, torque and fuel economy are often indicative of the engine not matching the truck’s application.”
The study also finds that 43 percent of owners who report they “definitely/probably” will not repurchase the same engine also indicate that they will not repurchase the same truck brand.
“Failing to select the right engine to meet the customer’s needs can not only result in the owner choosing a different engine brand the next time they are in the market to purchase or lease a truck, but it can also cost the dealership a customer as they switch to another truck brand,”
The 2008 Heavy-Duty Truck Engine/Transmission Study is based on the responses of 2,692 primary maintainers of two-year-used heavy-duty trucks (Class 8). The study was fielded February through May 2008. The vocational segment includes trucks that are used in rugged job applications, such as dump trucks, concrete mixers Truck, and garbage/refuse/recycling trucks.
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Wednesday, October 15th, 2008 |
How should freight be transported overland with minimal environmental impact? This question has been focussing the mind of legislators around the world for some time and is likely to do so for decades to come. While water, rail and air transport all have roles to play, road transport has proved to be the most cost effective means of moving goods across land, as far as businesses and consumers are concerned.
Truck manufacturing is a relatively small sector within the automotive industry, driven more by business pragmatism than consumer choice, although businesses, as the principal consumers, are able to exercise considerably more control than individual consumers when it comes to determining price. Tough competition brings narrow margins, which ensure that truck manufacturing is not a highly profitable business.
The long-term trend in heavy trucks has been for gross vehicle weights (GVW) – the total weight of the vehicle plus its load – to increase gradually over the past 20 years. This means that over time, the overall number of heavy trucks on the roads of the developed nations has fallen. In this respect it has been a triumph of efficiency, but inevitably has added to the financial pressures on manufacturers, who have seen sales decline as a result.
At the same time, controls on vehicle emissions, both exhaust and noise have progressively tightened in developed countries. Trucks around the world are almost exclusively diesel powered and diesel engines have attracted particular attention for their exhaust emissions. As some of the largest diesel powered vehicles, trucks have been an easy target for environmentalists. But the picture is changing rapidly, as we will discuss later. Legislators have yet to home in on safety issues in the way they have done concerning passenger cars, but the way in which trucks could develop over the next five to ten years is likely to influence this significantly.
Outside the developed markets of Western Europe, the United States and Japan, the awakening economies of Asia and China will ensure that the global demand for transport will not slacken. As consumers in those countries enjoy greater prosperity, it is consumer goods such as televisions, refrigerators, audio systems and computers that will be affordable long before cars. And consumer goods need transport.
How are truck manufacturers addressing the cost, legislative and environmental pressures? How many of them are likely to survive into the future? What emissions standards are currently in force in the major markets and what impact will impending changes have on the vehicles? What is driving future truck development besides these issues? It is these questions that we will attempt to answer in this report.
References to commercial vehicles in the report will usually mean those exceeding 6.0 tonnes gross vehicle weight. Vehicles of this weight and above are generally beyond the reach of drivers licensed to drive passenger cars so can be seen as business tools rather than as means of personal transport. As a rough guide, light duty trucks are usually those below around 7.5 tonnes GVW, medium duty trucks between 7.5 tonnes and around 17-tonnes GVW and heavy duty trucks, all road going models above that weight. This includes all long haul articulated models.
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