With a bow to the Bob Dylan song, “The Times They Are A-Changin’,” trucking is headed for tremendous shifts in the short term. It’s difficult to detail them all in this space, so we’ll narrow them down to a few recurring themes: technology (changing products, services, people and processes); globalization  (changing fuel and raw material costs); consolidation of companies and customers and federal and state regulations aimed at making trucks safer, more fuel efficient and environmentally friendly, and more expensive.  

Speakers at a recent industry meeting went into more detail on equipment and foresee:
• Industry acceptance of changes in the range of engine torque.
• More automatic or automated manual transmissions.
• More efficient engines and drive trains that will use less fuel.
• The merging of engine and brake systems with other systems.
•  Vertical integration determining how each component is sized or functions.

In addition, forecasts by engine suppliers indicated that the government will add carbon dioxide to truck emissions mandates.

Finally, a trailer manufacturer says that the back, front, top and undersides of trailers will be reshaped to make the aerodynamics of trailers good for the environment and good for the bottom line. Also, new composites that are stronger and will last longer will replace the wood and metals used in trailers today, and they will have powered skirts all around.

These and other trends coming up in 2008 for fleet managers will be a source of added costs and concerns, including ever-higher fuel costs and lack of qualified labor in some areas.

On the positive side, there will be new models coming out engineered for specific service. One example is the series of 2008 Class 4-5 medium-duty trucks from Dodge: the RAM 4500 and 5500 chassis cabs. They have the Cummins turbo diesel in a 6.7-liter displacement as standard and a 6-speed automatic or manual transmission. A standard diesel exhaust brake system extends brake life and gives the driver increased control.

Low-Emissions Engines
The 2007 engines return up to 30 percent of exhaust heat to the coolant with EGR, forcing the radiator to handle as much as 680,000 BTUs per hour. This hot environment is causing problems with bearings in alternators, air conditioner clutches and power steering pumps. It hasn’t been determined yet, but the worry is that seals may fail, allowing grease to seep out—and questions about whether the greases themselves can stand up to the heat persist.

Some problems will be brought on by new fuels needed in low emissions engines: The new ultra-low-sulfur diesel is turning filters black; biofuel burns differently and its effect on diesel engines in the long run is unknown. Diesel made from coal will bring a new set of problems. A debate: Has engine repair become too dependent on computer diagnostics? Codes have gone from four in 1989 to 600 today.

Then, there are more complications. One recent announcement from Cummins says that its heavy-duty diesel engines will comply with 2010 standards without NOx after treatment, contrary to recent announcements from Detroit Diesel and Volvo/Mack that they will use selective catalytic reduction (SCR) technology to meet the standards. This means getting familiar with a system not currently used. Remember that SCR requires the use of urea—with its supply and use problems—while the Cummins’ system will not. However, Cummins’ medium-duty engines will use SCR as currently used in its European engines.

Idle Reduction
Long periods of excessive idling is expensive and shortens the life of an engine, not to mention that idling is becoming as unacceptable as smoking in public places. More than 20 states now have diesel-engine idling regulations for trucks with enforcement efforts in place.

For example, the Pennsylvania legislature recently introduced a bill to reduce unnecessary idling at all locations where diesel-powered vehicles load, unload or park. The restrictions would apply to trucks idling for more than five minutes in any 60-minute period. The fine is $50-$150 for repeat offenders.

The majority of idling is by drivers trying to keep their cabs warm or cool. Other than auxiliary power units (APU), there are more than 40 aftermarket idling solutions available commercially, but most are “new” and virtually untested in actual service.

The scary situation with idling solutions is the complexity or patchwork of the laws in different states. And, the cost, as well as the features of alternative idle reduction technology that include truck stop electrification, on-board solar power, direct-fired heaters, bunk heaters or battery-powered air conditioners, need research.

The OEMs are trying to help. For example, Kenworth offers its Kenworth Clean Power no-idle system that uses dedicated, advanced deep-cycle batteries that power a thermal storage cooler with 21,000 BTUs of cooling capacity. The system has the capability of providing engine-off cooling and heating plus 120-volt power for hotel loads.

Braking
A proposed new federal rule will focus the spotlight on brakes. Brakes, for instance, accounted for more than half of the out-of-service vehicle defects recorded during Roadcheck 2007 held May 5-7, 2007; they also accounted for 54 percent of total vehicle defects.

On brakes, drivers are looking for lower cost, longer life and less weight, without sacrificing performance or increasing maintenance. Less weight is more important than ever due to the pounds added by 2007 and 2010 emission control systems.

The National Highway Traffic Safety Administration (NHTSA) has proposed a rule that will require a 20- to 30-percent reduction in tractor stopping distance from 60 miles per hour. (Most industry observers feel it will be 30 percent.) This means stopping distance limits will go from the current 355 feet to around 284 feet. But, you can meet these new rules when they become effective—maybe 2009—any way you wish.

Wider drum brakes with more brake lining currently are seen as the primary solution to meeting these new regs. However, disc brakes all around, at a 30 percent price penalty, will yield a 38 percent reduction.

Many feel the next big move in braking evolution in 2008 will be disc brakes. They provide the braking torque better than drums and are not as affected by speed and temperature. In addition, having a smaller friction-surface area and wiping action, they are less likely to get water-induced fade. And, they are easier to replace and minimize braking variations between left- and right-side brakes, which decreases stopping distances and improves vehicle stability.

They are not trouble-free: The most frequent problems are contamination of the caliper slide pins or internal caliper mechanism and damaged boots and seals that can allow water and contamination to enter the caliper and slide pins.

And, they cost more—a lot more! This is the main reason that only about 1 percent of over-the-road trucks in North America have air disc brakes. This $1,500 penalty over cams might drop as more discs are purchased to meet the new rule.

From Beverage World January 15, 2008