Equipment & Tech

HOUSTON — Volvo Trucks North America dealer Vanguard Truck Centers has invested $23 million in a new facility — one of four locations in the Houston, Texas area — in addition to a full-service body shop, offering customers increased uptime, service and support. Positioned on 23 acres on the north side of U.S. Highway 90 at 12935 Crosby Freeway, the 120,000-square-foot dealership features a spacious and well-staffed parts service counter, a lobby and a showroom, as well as a 45,000-square-foot warehouse with a mezzanine level. The expanded facility houses a regional call center with citywide dispatch service for parts delivery across the greater Houston area. The site stocks more than $8 million in parts inventory, and orders are fulfilled through Volvo Trucks’ recently announced e-commerce platform PartsASIST to maximize uptime. The facility has 44 service bays staffed by 42 technicians — 21 of whom are master technicians — and operates a 24/7 mobile service fleet. The service area includes a covered four-lane drive-up for inclement weather. The service center, which is also equipped to service CNG vehicles and the new Volvo VNR Electric model, is fully heated and air conditioned, with energy-efficient features for the comfort of employees and customers. “Vanguard Truck Centers is a perfect representation of our dealer network’s exceptional dedication to its employees and customers,” said Peter Voorhoeve, president at Volvo Trucks North America. “The impressive new flagship facility supports Vanguard’s and Volvo Trucks’ market growth in the Houston area and surrounding region.” The 151 on-site employees at the new facility enjoy the use of spacious, well-equipped locker rooms, complete with showers, and there are multiple break rooms. The large employee training center includes a meeting area for internal and customer events, while the driver’s lounge features theater seating, work areas and complimentary Wi-Fi. Like the majority of the 20 Vanguard Truck Centers spread across the U.S., the new Houston facility is a Certified Uptime Dealer. To earn certification, Volvo Trucks evaluates dealer service locations for 31 rigid process standards, all supporting maximized uptime. These standards range from expedited check-ins, streamlined communications and separate bays for faster repairs. “Our goal is to exceed customer expectations with our entire product and service offering,” said Tom Ewing, president and CEO of Vanguard Truck Centers. “As a leading Volvo Trucks dealer, our new location in Houston will demonstrate the standards of excellence that both Volvo Trucks and Vanguard Truck Centers are known for.”

KIRKLAND, Wash. — The new Kenworth T680E battery-electric vehicle is now available — and it qualifies for a $120,000 voucher incentive available to qualifying California purchasers from the California Air Resources Board (CARB). This financial incentive is offered through the 2021 CARB Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP). For drayage fleets, the Kenworth T680E is eligible for $150,000 vouchers through HVIP as part of CARB’s Project 800 initiative. The new Project 800 initiative aims to support the deployment of zero-emissions trucks serving California ports by setting a goal of 800 zero-emission drayage truck orders in 2021. The increased voucher amount will only be available for a limited time. According to a statement from Kenworth, the new T680E provides a true zero-emissions solution that can help fleets and truck operators achieve green program objectives, while maintaining the performance, reliability and cab comfort of the T680 on-highway flagship model. The zero-emission Kenworth T680E has an estimated operating range of 150 miles, depending on application, and can be fully charged in approximately three hours. Designed for pickup and delivery, regional haul, and drayage applications, the T680E is initially available as a day cab as either a tractor or straight truck in a 6×4 axle configuration. The new model is offered in 54,000-pound and 82,000-pound gross vehicle weight ratings (GVWR). Kenworth and Meritor collaborated closely on the T680E development. The Class 8 battery-electric vehicle is powered by Meritor’s Blue Horizon 14Xe tandem electric powertrain, with smooth shifting and operation. In addition, the Kenworth T680E is equipped with 536 hp continuous power and up to 670 hp peak power and 1,623 lb-ft of torque, and the vehicle has a top speed of 70 mph. To receive a voucher, vehicle purchasers and participating dealers must meet all applicable project requirements as identified in the HVIP Implementation Manual. For more information, contact a Kenworth dealer or visit CARB’s HVIP website. The CARB site offers a direct link to information about the Kenworth T680E. The HVIP program anticipates accepting new voucher requests this spring. Kenworth dealers are ready to take orders as soon as HVIP reopens. Kenworth dealers and customers with questions about any battery electric vehicle incentive programs in the U.S. and Canada may contact Alec Cervanka of Kenworth at [email protected].

ATLANTA — Atlanta-based Peach State Truck Centers has acquired the Western Star franchise from Long-Lewis in Birmingham, Alabama. The Western Star brand will be added to the company’s Birmingham Freightliner dealership, bringing the two Daimler Trucks North America (DTNA) lines under one roof. “We are excited to sell and support the Western Star line of products throughout central Alabama. The introduction of the new 49X comes at a perfect time as Alabama invests in more infrastructure projects, creating significant demand for quality vocational work trucks,” said Rick Reynolds, president and dealer principal of Peach State Truck Centers. “As we continue to strive to be the dealer and employer of choice, this move ensures further alignment with Daimler Trucks North America and enhances our ability to offer the leading vocational truck brand with world class parts, service and support for our customers in central Alabama.” Christopher Bisanz, general manager of Birmingham Freightliner, said he believes the move will provide “I’m looking forward to adding both an expanded product line and some very talented individuals to our already experienced team,” Bisanz said. Birmingham Freightliner and Western Star will offer all makes and models of Western Star products, including its newest model, the 49X, a next-generation vocational truck built to meet the need of the most demanding applications. Underpinned by a stronger, lighter chassis and equipped with an all-new-X series cab, the 49X delivers versatility in a purpose-built package. The all-new Detroit DT 12 Vocational series of transmissions and industry-leading Detroit Assurance suite of safety systems offer proven innovation for best-in-class safety, improved productivity and maximum uptime. “Alabama is a very important market for Western Star, and we are proud to be represented in Birmingham by an outstanding dealership like the Peach State group,” said Peter Arrigoni, vice president of vocational sales for DTNA. “Peach State has a history of industry-leading performance and success with the Western Star brand. We could not be more pleased with their decision to open a Western Star franchise at their Birmingham location.”

BURNABY, British Columbia — Xantrex, a supplier of inverters, has added a new lightweight sine wave inverter, the Freedom XC Pro, to its Freedom X lineup. The inverter/charger is available in two model ratings — 2,000, and 3,000 watts — and can be requested as an original equipment manufacturer installation with most truck brands, or on the aftermarket through Xantrex-authorized dealers. The inverter features built-in battery charging and weighs 18.5 lbs., making it the lightest and most compact inverter in its class. It is also the industry’s first inverter charger with built-in communication. “This means the truck will send commands directly to the inverter,” said Mitul Chandrani, director of marketing. “Fleets will no longer have to juggle different voltage settings and set points to ensure engine auto-starting.” The Freedom XC Pro is more than 50 pounds lighter than its transformer-based predecessor. “Typically, an inverter delivering 3000 watts power with a high surge weighs roughly 70 pounds,” Chandrani said. “While it’s much smaller in size, the Freedom XC Pro is able to generate an industry-leading five seconds of surge, also known as temporary power boost, for up to two times the inverter’s watt rating. This easily handles the initial surge required for high initial draw units, like microwaves, induction cooktops and power tools.” The Freedom XC Pro 2,000-watt inverter is standard with a built-in 100-amp battery charger. The 3,000-watt model features a 150-amp battery charger. The Freedom XC Pro is compatible with all battery types. The charger can be set for the type of battery being used — even lithium ion — to better meet the optimum charging profile for the battery. To protect batteries with a low voltage, the inverter can be set to disconnect to match best with the type of battery used. “If it’s connected to the starting batteries, you can set the voltage a little higher to ensure enough power to start the rig,” said Chandrani. “If it’s connected to deep-cycle batteries or lithium ion, it can be set lower for more power over a longer period of time. What’s more, when installed in an outside protected location, the Freedom XC Pro is able to maintain peak performance in temperatures up to 104 degrees Fahrenheit and as low as 4 degrees below zero.” When connected to shore power, the Freedom XC Pro’s 50A AC Transfer Rely senses when outside AC Power is present and transfers the load from the inverter to the source of incoming power. Advanced communications enable drivers to monitor the inverter system’s performance through the optional Bluetooth remote panel, accessible through the Bluetooth app. System information can also be displayed on a truck’s own communication system/ On the aftermarket, the Freedom XC Pro is easy to install and has quick connect AC terminals for fast, reliable and easy wiring. The inverter can be hardwired or installed with an optional ground-fault circuit interrupter outlet which is ideal for use with a large battery bank.

PHOENIX — Nikola Corp. this week announced plans to advance its fuel-cell electric vehicle (FCEV) commercial truck program in North America with two new FCEV Class 8 zero-emissions trucks — the Nikola Tre Cabover and the Nikola Two Sleeper. Nikola hopes to achieve best-in-class efficiency ratings for ranges between 300 and 900 miles in the North American market. The two FCEV models will join Nikola’s Tre battery-electric vehicle (BEV) cabover, which is designed for metro/regional use and has a range of up to 300 miles. “To expedite the transition to a carbon-free future, the trucking industry needs heavy-duty, zero-emission commercial vehicles engineered to match the weight and range capabilities of today’s diesel trucks,” said Jason Roycht, global head of FCEV for Nikola. “Nikola is excited to introduce additional detail about our portfolio of FCEV trucks and our continued commitment to sustainable commercial transportation.” Nikola Tre FCEV Cabover The Nikola Tre FCEV Cabover is targeted for distances up to 500 miles, and is expected to appeal to the majority of the North American regional market, especially when additional freight-hauling capacity and quick fueling are required by fleet operators. The Tre FCEV is built on the Tre BEV platform and powered by hydrogen fuel cells, and is designed to improve aerodynamics and reduce total vehicle weight. The first Tre FCEV prototype builds are scheduled to begin in Arizona and in Ulm, Germany, during the second quarter of 2021, with testing and validation of the vehicles continuing into 2022; production is planned for the second half of 2023. Nikola Two FCEV Sleeper The Nikola Two FCEV Sleeper offers a long-haul freight solution with hydrogen capacity that provides a nonstop range of up to 900 miles. The Two FCEV leverages the weight advantage of hydrogen in long-range, long-haul zero-emission commercial transportation. The Two FCEV will be based on a new chassis custom-designed for North American long-haul routes and is anticipated to launch in late 2024. Nikola’s fuel-cell and hydrogen storage systems The Nikola Tre and Nikola Two FCEVs are expected to utilize multiple common fuel-cell power modules and scalable hydrogen storage systems. Both systems are currently in development and testing with industry leaders in collaboration with Nikola Engineering. The first Tre prototypes using these systems are expected to begin road-testing in 2022. “Our plan is to enter the market in steps,” Roycht said. “We are building on the current Tre platform with the planned launch of our fuel-cell and hydrogen storage systems in 2023. These systems are designed to be scalable in order to handle the greater power and longer-range requirements for long-haul, which allows for concurrent integration into the chassis design of the Nikola Two FCEV Sleeper. Utilizing common components and systems for hydrogen propulsion will support greater economies of scale and also allow Nikola to continuously expand and adapt our FCEV truck portfolio to address the diverse requirements of commercial trucking.”

KIRKLAND, Wash. — Kenworth recently delivered two prototype Kenworth T680 tractors — each equipped with a series hybrid-electric propulsion system — to Total Transportation Systems Inc. (TTSI) in Southern California. TTSI is a drayage, warehouse and transportation company based in Rancho Dominguez, Calif. The two T680 day cab tractors are Kenworth’s second-generation, range-extended electric trucks, and can run in zero-emissions mode on batteries for 30 miles. In addition, those batteries can be recharged while driving using a generator powered by a near-zero emissions natural gas engine. The trucks were built under a project funded by California Climate Investments and the Greenhouse Gas Reduction Fund, and administered through the California Air Resources Board and South Coast Air Quality Management District. “We thank TTSI for its participation in this important project,” said Brian Lindgren, Kenworth research and development director. “These zero-emissions-capable Kenworth T680 range-extended electric vehicles were developed to explore and evaluate potential alternatives to diesel power for Class 8 commercial trucks, and to broaden Kenworth’s experience with electrified powertrains,” he said. “They offer an excellent solution for local clean air regulations in drayage and regional applications, while delivering the Kenworth performance our customers expect.” The two Kenworth T680 hybrid-electric vehicles use the Cummins Westport L9N Near Zero (NZ) emission engine fueled by compressed natural gas (CNG) driving a generator to extend the truck’s battery range. The truck uses lithium-ion batteries to achieve its zero-emissions range and to supplement power from the generator when climbing grades. The system’s energy management and control capabilities ensure that energy generated by the engine and regenerative braking system is appropriately applied through the electric motor, resulting in lower fuel consumption. Recent tests comparing Kenworth’s range extended electric truck to a truck using a conventional natural gas powertrain showed a 23% improvement in fuel economy and an 18% reduction in CO2 emissions. “We all have a responsibility to protect our environment,” said Vic La Rosa, TTSI CEO and president. TTSI is taking a lead role to help reduce emissions and provide cleaner air with the addition of these two latest Kenworth T680 hybrid-electric vehicles to serve the region and the Ports of Los Angeles and Long Beach.”

The year 2020 will long be remembered for the COVID-19 pandemic and the chaos it brought to the economy, business and our lives in general. Something else the year will be remembered for is that it was the first full year after regulations for electronic logging devices (ELDs) were implemented. The devices fundamentally changed the trucking industry. Whether most of the changes were beneficial or accomplished the Federal Motor Carrier Safety Administration’s (FMCSA) goal of “creating a safer work environment for drivers of commercial motor vehicles” is a matter of much debate. To be sure, ELDs were here long before the Dec. 19, 2019, compliance date. Regulations introducing the predecessor to the ELD, the automatic onboard recording device (AOBRD), were published in 1988. By the year 2000, attempts by the FMCSA to mandate use of the devices had already been defeated in court order. A rule published in 2010 allowed the agency to mandate ELDs for carriers that have poor compliance records. In 2012, however, Congress acted to require the use of ELDs by law. As a part of a highway funding bill, MAP-21 (Moving Ahead for Progress in the 21st century), the FMCSA was required by law to mandate ELDs. After conducting a number of studies, the rule was published in December 2015. Dec. 18, 2017, was the deadline for most carriers to implement ELDs. Carriers that had invested in AOBRDs were given an additional two years to switch over to ELDs, with Dec. 16, 2019, as the date for full compliance. The FMCSA soon reported that, as predicted, compliance with hours-of-service regulations had improved considerably. Drivers who had previously been able to manipulate their record-of-duty status (RODS) on paper logs (often at the behest of the carriers they worked for) found it more difficult to do so with ELDs that recorded truck movements. Carriers spent less time auditing piles of logbook pages submitted by drivers. But then…. Carriers began to experience what drivers had been telling them all along. Productivity plummeted when drivers used ELDs. For example, drivers, who were taught to “save” as many hours as possible by recording waiting time at shippers and receivers as “off duty” could no longer do so, because the ELD started the 14-hour clock as soon as the truck moved. On-duty time increased dramatically, and many drivers found that those extra on-duty hours ate into their available driving time. Drivers who are compensated by the mile saw their earnings drop. At the same time, carriers could no longer count on established transit times and were forced to adjust schedules and deal with service failures caused by the changes. Some imposed strict time requirements on shippers and receivers to minimize the issue. ELDs also had an impact on driver retention. The industry was already experiencing an aging driver fleet, with the average driver age getting closer to 50 each year. In many cases, drivers who were close to or past retirement age — and unhappy over reduced income and increased oversight — decided to leave the industry. Other drivers chose careers in other fields. With the mandatory use of ELDs and, at many carriers, the use of inward-facing camera systems that record the driver’s every action, new drivers are becoming harder to attract. A profession that traditionally attracts independent-minded individuals to work with a minimum of supervision is hemorrhaging drivers due to perceived micromanagement. Another unintended consequence of the ELD mandate was a boom in sales of pre-2000 model year trucks, which are exempt from the ELD requirement. By law, ELDs must connect to the vehicle’s electronic control module, which records details of vehicle operation. Prior to 2000, many vehicles operated entirely by mechanical means or had simpler computer systems that did not retain operational information. Some truck manufacturers had been offering “glider kits” — essentially new trucks without powertrains — and relying on dealers to install pre-2000 components that were usually rebuilt before installation. While these kits first appeared as cheaper alternatives to brand-new vehicles, they gained popularity for other reasons: The older engines were exempt from some of the Environmental Protection Agency’s unpopular emissions regulations that were imposed between 2000 and 2010, in addition to exempting the driver from ELD use. Sales of trucks based on glider kits grew exponentially as carriers and independent owners sought to avoid the pitfalls of both newer engines and ELDs. Perhaps most importantly, the safety benefits promised by ELDs didn’t materialize. As the miles traveled by large trucks and buses increased each year, so did the number of those vehicles involved in crashes, according to FMCSA statistics. In 2015, before ELDs were mandated, the number of large trucks and buses involved in fatal crashes per 100 million miles traveled (by ALL motor vehicles) was 0.140. That number increased to 0.151 in 2016, then to 0.157 for both 2017 and 2018. The total number of fatalities reported in crashes involving large trucks or buses was 0.125 per 100 million vehicle miles in 2015. The following year it rose to 0.138, then to 0.143 for 2017 and 2018. The FMCSA data did not include numbers for 2019 and 2020. Numbers for 2020 will likely be impacted by greatly reduced traffic due to the economic slowdown caused by the COVID-19 pandemic. Reasons for higher crash numbers vary, but many drivers point to the lack of flexibility in the regulations. With the 14-hour clock rigidly enforced, for example, drivers who lose time waiting at docks find themselves hurrying, and sometimes speeding, to drive the required number of miles before time runs out on their shift. In another example, the practice of avoiding peak congestion times in metropolitan areas allowed drivers to record a break (off-duty) or even a nap (sleeper berth), and then continue their journey later when traffic cleared. With the 14-hour clock ticking away on the ELD, those breaks now use up driving time. This forces the driver to keep going, increasing the risk of an accident while losing more valuable time stuck in a line of traffic. Without the intervention of Congress, it’s doubtful ELDs will go away any time soon. Efforts were made by the FMCSA to relax some HOS regulations, including changing the conditions of the mandated 30-minute break and allowing more flexibility in split sleeper definitions, and a pilot program exists that would allow drivers to “pause” their 14-hour clock. With a new administration in Washington, however, further attempts to relax current HOS rules may not be welcome. When government attempts to fix a problem, unintended consequences often occur. That’s certainly true of the ELD mandate.

AUBURN, Ala. — Auburn University on Feb. 16 announced the opening of a sophisticated new autonomous vehicle research facility at the university’s National Center for Asphalt Technology (NCAT) test track. The research center is one of the few facilities of its kind in the nation attached to a test track. The addition will aid researchers in Auburn University’s GPS and Vehicle Dynamics Laboratory (GAVLAB), whose work is frequently conducted outdoors. The facility provides a garage with multiple bays and lifts for commercial trucks and passenger vehicles, office space for researchers, a conference room, and an observation area overlooking NCAT’s 1.7-mile oval test track. “The fact that we have our own test track where we can run autonomous vehicles and autonomous testing attached to this facility I think is an unbelievably unique asset,” said David Bevly, Bill and Lana McNair Distinguished Professor of mechanical engineering and co-director of the GAVLAB, along with assistant research professor Scott Marin. Since Bevly joined the Auburn Engineering faculty in 2001, the GAVLAB has built a strong reputation in autonomous vehicle navigation and developed a broad sponsored research portfolio, with projects ranging from the Department of Defense and the Federal Highway Administration to private industry partners. With various sponsors visiting each month, the facility’s planned observation area gives the GAVLAB team a high-quality space to demonstrate its research. Bevly’s group has also conducted demonstrations for legislators and the Alabama Department of Transportation. “It’s a great facility for us as a team, but also allows us to showcase our work,” Bevly said. “Auburn is a major player in transportation engineering research in the nation,” said Steve Taylor, the College of Engineering’s associate dean for research. “The GAVLAB and our other transportation engineering researchers have brought in nearly $50 million in sponsored research awards over the past three years. This new facility is an exciting development for Auburn and there will be much more to come.”

LISLE, Ill. — Navistar last week announced that its commercial truck and bus brands, International Truck and IC Bus, as well as its parts business have each been awarded cooperative contracts through Sourcewell, a government agency tasked with helping government agencies, educational institutions and nonprofits work more efficiently. The contracts, which began at the beginning of 2021 and are established for the next four years, designate International Truck, IC Bus and Navistar’s parts business as a verified seller to more than 65,000 nonprofit organizations across the U.S. and Canada that are participating agencies of Sourcewell. These organizations include state and local governments, public and private education, research agencies, charity industries, and food banks. International Truck has been a Sourcewell contract holder since 2016; this is the first time IC Bus and Navistar’s parts business have been awarded contracts. “Through this program, nonprofit organizations that are Sourcewell members are able to purchase our industry-leading vehicles without having to spend time and money on the bid process,” said Mark Stasell, vice president of Navistar’s vocational truck division. “We are proud to be a part of this program and be a partner in helping these organizations reach their business goals.” These new Sourcewell cooperative contracts will save participating organizations time and money by eliminating much of the work associated with the bidding process for International and IC Bus vehicles — including spec’ing equipment and advertising and evaluating bids. This work is instead done by Sourcewell and allows participating organizations to jump straight to a P.O. offer; vastly speeding up the time to equipment delivery. For parts, Sourcewell members are given a streamlined buying process. Members can purchase parts from any dealership within the network at any time, and can leverage the buying power of the collective group. All International Truck and IC Bus models are available through the contract. “We are happy to work with Sourcewell to provide school districts and nonprofits access to our industry leading products that otherwise might not have had the resources to do so,” said Trish Reed, vice president and general manager of IC Bus.

GAINESVILLE, Ga. — A Georgia manufacturer of auto-hauling trailers says it will invest $125 million to build a new factory. Gainesville-based Cottrell Trailers announced Tuesday that it would move some production to a new location near the northeast Georgia city. Cottrell makes trailers that haul multiple vehicles to auto dealers and other locations. The company first opened in Hall County in 1973 and currently has a 335,000-square foot facility employing more than 1,000 people. Cottrell said the new factory would be even larger and would create jobs, but didn’t say how many. Cottrell plans to begin construction later this year, with the project taking more than two years to complete. After completion, it said it would use its existing facility for business development. Cottrell will be the first tenant in a new 1,300-acre industrial park that Gainesville has been developing along U.S. 129 south of the city. Gainesville City Manager Bryan Lackey said the city is coordinating development of the park to meet the company’s schedule. Marie Hodge Gordon, a spokeswoman for the Georgia Department of Economic Development, said the state is not offering any cash grants for the project. Cottrell could claim various tax breaks, including a state income tax credit allowing it to annually deduct $750 per job from Georgia income taxes for five years, as long as workers make at least $28,000 per year. Publicly-held insurer Markel Corp. bought Cottrell for $130 million in 2014.

COLUMBUS, Ind. — According to ACT’s latest release of the North American Commercial Vehicle Outlook, the demand story for commercial vehicles remains unchanged this year. However, analysts say, the supply chain’s ability to respond to demand will be the key determinant of Class 8 and van trailer production in 2021. “Because of the global surge for resources that began in the last half of 2020, the added challenges of ramping the supply chain rapidly in a pandemic, and other exogenous factors bubbling up, we are comfortable taking a cautious approach to our full-year 2021 calls,” said Kenny Vieth president and senior analyst at ACT. “As we start 2021, the high points for CV demand include strength in key freight generating economic sectors, carrier profitability that is expected to rise to record levels this year, strong orders and rapidly-filling backlogs,” he continued. “While demand is strong, supply chain impediments are accumulating, from steel production constraints created by global economic reengagement during a pandemic, to silicon chip shortages, and in late January the Mexican government ordering oxygen producers to give medical demand precedence over industrial supplies.” ACT’s North American Commercial Vehicle Outlook report forecasts the future of the industry, looking at the next one to five years, with the objective of giving OEMs, Tier 1 and Tier 2 suppliers, and investment firms the information needed to plan accordingly for what is to come. The report provides a complete overview of the North American markets and takes a close look at relevant, current market activity to highlight orders, production and backlogs, shedding light on the forecast. Information included in the report covers forecasts and current market conditions for medium- and heavy-duty trucks/tractors, in addition to trailers, the macroeconomies of the U.S., Canada, and Mexico; publicly-traded carrier information; oil and fuel price impacts; freight and intermodal considerations; and regulatory environment impacts.

Truckers are often bombarded with advertising for fuel, oils and other products. More advertising sells oil and fuel additives that, some say, can add unnecessary expense to a trucking operation. To clear up some of the confusion, we spoke to Rob Howes, executive vice president at Howes Products. The company was started over 100 years ago by Wendell V.C. Howes, who marketed lubricants and additives to shops in the Rhode Island area. Today, the company markets a variety of petroleum-based additives designed to improve the performance of cars and trucks. “Tolerances are so tight in today’s diesel engines, sometimes down to 1 to 3 microns,” Howe explained. “That makes internal diesel injector deposits more resilient to treatment.” Those injector deposits can cause improper spray into the cylinder, Howes said, resulting in incomplete burning of the fuel and helping cause carbon buildup in the particulate filter — and adding to problems later. Howes recommends using a quality fuel additive to help keep injectors clean. He suggests Howes Defender fuel additive, which contains a proprietary detergent formula as well as lubricants to help replace the qualities of the sulfur that has been removed from fuels. But, he says, that’s just a start. The ultra-low sulfur diesel (ULSD) sold today helps reduce emissions, but at a cost. Sulfur is a lubricant that helps keep valves and other moving parts functioning smoothly. A quality fuel additive replaces the lubricity lost when sulfur is removed. There’s another consideration, too. A number of states are mandating that biodiesel be blended with petroleum-based fuels. Minnesota, for example, requires a minimum of 5% biodiesel year round, increasing to 20% during summer months. “Biodiesel is a great lubricator, but it comes with some unique properties,” Howes said. “It attracts water, and it grows bacteria.” That bacteria can form a black film that’s noticeable in fuel tanks — and can cause flow issues throughout the system. “If you have an existing problem, you’ll need a biocide to get rid of it,” he said. “But if your additive contains a bacteria preventative, you can keep the problem from happening.” Biodiesel also contains fats that replace the paraffin found in petroleum-based diesel. Both kinds of diesel can cause gelling problems, but biodiesel can begin gelling at a much higher temperature, as high as 50 degrees, according to Howes. The result can be a plugged fuel filter in the middle of summer. As most drivers know, water in fuel can be a problem, especially in winter months. Small ice particles can accumulate in fuel lines, preventing fuel flow and shutting down an engine. Quality additives contain ingredients that eliminate water from the system, and getting rid of water in your truck’s fuel can help improve fuel mileage. “There are other savings, too,” Howes said. “The cost of repairs, such as replacing fuel injectors, can be devastating to a small business and there’s a cost to the down time as well.” Some drivers are concerned that use of fuel or oil additives could void the manufacturer’s warranty. For that reason, Howes insisted that quality is a key factor. “Use of our products does not void any manufacturer’s warranty,” he said. “Whatever they use, drivers should make sure it’s a quality product.” Howes stressed that additives aren’t just for newer engines, pointing out the number of glider kits and pre-2000 engines on the road today. Quality additives can help them as well. “Those 1995 engines have looser tolerances, but they’re still susceptible to carbon buildup,” he noted. “Plus, they were built to run on the low sulfur diesel that was available then, not the ULSD we use now.” Older engines weren’t designed for the high-quality synthetic oils that are available today, either. Howes recommends using a quality oil additive to boost the cleaning properties of the petroleum-based oils often used in older equipment. “Additives should contain the same detergents and protectants that come in a quality synthetic oil,” he said. “They provide a boost and help replace the ingredients lost over time.” He cautions that additives that don’t contain quality ingredients, when added to the engine, can actually dilute the detergents and other agents present in the oil. Additives can be an excellent investment that help keep expensive equipment running smoothly and keep repair expense — and downtime — to a minimum. Drivers who work hard to take care of their equipment should consider quality additives to help keep them running — and earning.

PORTLAND, Ore. — Daimler Trucks North America (DTNA) last week unveiled the proprietary Detroit ePowertrain to power the upcoming Class 8 Freightliner eCascadia, as well as the medium-duty Freightliner eM2. The new powertrain is part of Daimler Trucks’ platform strategy to establish a uniform basic architecture for the manufacturer’s lineup of battery-electric vehicles around the world. In addition, DTNA announced plans for a $20 million dollar investment in the Detroit manufacturing facility in Detroit, Michigan, which will serve as the North American source of Detroit ePowertrain components. “By utilizing our Detroit ePowertrain to power the Freightliner eCascadia and eM2, we are giving Freightliner buyers the same level of confidence that comes with our conventionally-powered portfolio, known throughout the industry as having the best total cost of ownership — bar none,” said Richard Howard, senior vice president sales and marketing of DTNA’s on-highway segment. “Nowhere else can buyers find the level of performance, support, quality, dedication to uptime, and engineering expertise as with our Detroit product portfolio. Our investment in Detroit — and in the city of the same name — harkens a new era for a storied name in the global automotive landscape.” Initially, the Detroit ePowertrain will offer an eAxle design operating at 400 volts and be offered in two variants suitable for a variety of commercial vehicle applications. The single motor design is rated at 180 horsepower, delivering maximum torque of up to 11,500 lb-ft of torque, while the dual motor design offers up to 360 horsepower and 23,000 lb-ft of torque. The Detroit ePowertrain will be mated to the three battery offerings available for the eCascadia and eM2, including a 210 kilowatt hour (kWh) version, a 315 kWh version, and a 475 kWh version. Battery packs are comprised of arrays of lithium-ion prismatic cells. In Detroit’s first ePowertrain offerings, the maximum range specifications will exceed 230 miles on a full charge for the medium-duty eM2 and 250 miles for the Class 8 eCascadia tractor. “The combination of Freightliner and Detroit has been delivering an incredible experience to our valued customers for over four decades,” said Rakesh Aneja, DTNA’s head of eMobility. “An integrated ePowertrain from Detroit respects that legacy and moves us into a new era for the industry by improving operational efficiency while simultaneously eliminating tailpipe emissions.” The Freightliner dealer network will play an integral part in the future growth of both Detroit and eMobility by providing sales, support and service for the ever-expanding portfolio of Detroit engines, transmissions, axles, safety and connectivity technologies, and now, ePowertrain systems and battery packs. Initial production of the Detroit ePowertrain is expected to begin in late 2021. The start of production for both Freightliner models begins in 2022. For more information about the Detroit ePoweretrain, click here.

GREENBELT, Md. — The Commercial Vehicle Safety Alliance (CVSA) has set May 4-6 as the dates for this year’s International Roadcheck. During that 72-hour period, commercial motor vehicle inspectors throughout Canada, Mexico and the U.S. will conduct inspections on commercial motor vehicles and drivers. “CVSA shares the dates of International Roadcheck in advance to remind motor carriers and drivers of the importance of proactive vehicle maintenance and driver readiness,” said CVSA President Sgt. John Samis of the Delaware State Police. “International Roadcheck also aims to raise awareness of the North American Standard Inspection Program and the essential highway safety rules and regulations in place to keep our roadways safe.” Inspectors will ensure that vehicle’s brake systems, cargo securement, coupling devices, driveline/driveshaft components, driver’s seat, exhaust systems, frames, fuel systems, lighting devices, steering mechanisms, suspensions, tires, van and open-top trailer bodies, wheels, rims, hubs and windshield wipers are compliant with regulations. Inspections of motorcoaches, passenger vans and other passenger-carrying vehicles also include emergency exits, electrical cables and systems in the engine and battery compartments, and seating. Inspectors will be looking for critical vehicle inspection item violations, outlined in the North American Standard Out-of-Service Criteria. If such violations are found, the vehicle will be placed out of service, which means that vehicle cannot be operated until the identified out-of-service conditions have been corrected. Also during an inspection, inspectors will check drivers’ operating credentials, hours-of-service documentation, seat belt usage and watch for alcohol and/or drug impairment. A driver will be placed out of service if an inspector discovers driver-related out-of-service conditions. Each year, CVSA asks its member jurisdictions to capture and report data focusing on a certain category of violations during International Roadcheck. This helps bring awareness to certain aspects of a roadside inspection. This year, inspectors will capture data on two categories, corresponding to the two main inspection categories of the North American Standard Level I Inspection — driver operating requirements and vehicle mechanical fitness. For the driver category, hours of service will be highlighted this year, and for the vehicle category, inspectors will pay special attention to lighting. As was the case last year, in consideration of COVID-19, law enforcement personnel will conduct inspections following their departments’ health and safety protocols during 2021 International Roadcheck.

BIRMINGHAM, Ala. — In spite of the COVID-19 pandemic, 2020 was a year of record growth for McLeod Software, a provider of transportation enterprise software, the company recently announced. For many transportation companies, new demands on operations and internal processes stemming from the pandemic have highlighted the need for robust information technology and business process automation. As a result, McLeod Software added more new customers in 2020 than in any other single year over the company’s 35-year history, according to a company statement. “We are grateful to serve this vital and critical industry. Trucking and transportation companies are the heroes of the economy in 2020,” said Tom McLeod, president and CEO of McLeod Software. “We are thankful to our wonderful customers, who continue to guide our development and the investments we continue to make in our products.” McLeod started the Birmingham, Alabama-based company in 1985 with a goal of providing powerful transportation management and trucking software solutions to the trucking industry. Today, with an established base of more than 1,000 active customers throughout North America, McLeod Software also operates regional offices with training facilities in Salt Lake City and Chicago. McLeod Software has been recognized as the largest employer of software developers in the Birmingham-Hoover Metro Area. The company was recently named to the FreightTech 25 list of most innovative and disruptive companies in transportation, for the third year in a row, the only TMS. McLeod Software is the only transport management software or enterprise resource planning software company to make the list for 2021.

KIRKLAND, Wash. — The Kenworth W990 is now available with the optional Kenworth AG130 front air suspension rated at 13,200 pounds. The Kenworth W990 is designed to maximize performance in line haul, pickup and delivery, regional haul and heavy haul operations. At 131.5 inches from bumper to back-of-cab, the long-hood W990 possesses a bold presence among conventional trucks. The proprietary Kenworth AG130 front air suspension utilizes an innovative design and high-performance components. The suspension offers excellent serviceability, reduces the total cost of maintenance and ownership, and delivers an excellent ride for drivers. The Kenworth AG130 front air suspension is also available for the Kenworth T680 and T880. Kenworth’s extensive family of proprietary suspensions includes the AG380, AG400, AG400L, AG460 and AG690 rear suspensions for Class 8 models.