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THE RESOURCE FORMANAGERS OF CLASS 1-7TRUCK FLEETS
WWW.WORKTRUCKONLINE.COMMARCH/APRIL 2011
VOL. 5 NO. 2
EXCLUSIVE INTERVIEW: EXCLUSIVE INTERVIEW: DONDLINGER OF AUTO DONDLINGER OF AUTO
TRUCK GROUPTRUCK GROUP
HOW TO SPEC A HOW TO SPEC A DUMP BODYDUMP BODY
TELEMATICSTELEMATICS ININWORK TRUCK FLEETSWORK TRUCK FLEETS
CAPSULES VS. CARGO VANS PAGE 14 ISUZU’S NPR ECO-MAX TOUR PAGE 26 STAPLES’ ALL-ELECTRIC TRUCKS PAGE 34
2011 NISSAN NV20122012 NISSAN NV:NISSAN NV:FUNCTIONAL & FLEXIBLEFUNCTIONAL FUNCTIONAL && FLEXIBLEFLEXIBLE
2012 NISSAN NV 2500HD
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HIGHER QUALITY.At Ford Fleet, we believe higher quality is in the details. When your employees are in our vehicles, you can be confi dent we’ve left no stone unturned to ensure those vehicles are reliable, durable and sustainable. We’re committed to continuous improvement and dedicate ourselves every day to creating cars and trucks that are greener, safer and smarter. When it comes to quality, hard work and higher standards are all we know. Because our fl eet is your fl eet. Ford Fleet. Get More.
fl eet.ford.com
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IN THIS ISSUE MARCH/APRIL 2011VOLUME 5 ISSUE 2
Features
Departments
12 2012 NISSAN NV RAISES THE ROOF & FUNCTION OF COMMERCIAL VANSNissan has been in the commercial vehicle market for more than seven decades and is introducing its all-new commercial van to the U.S. market.
14 CAN PICKUP BED CAPSULES EFFECTIVELY REPLACE CARGO VANS?Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fi berglass-enclosed bodies and explain when fl eets should consider replacing cargo vans with truck bed capsules.
18 DONDLINGER OF AUTO TRUCK GROUP DISCUSSES HIS POST-ACQUISITION STRATEGYJim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in ownership, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
20 TELEMATICS USE IN WORK TRUCK FLEETSTruck fl eets can improve operational effi ciency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available.
26 ISUZU NPR ECO-MAX TRUCKS RETURN FROM NATIONWIDE TOURFor more than two months, the Isuzu NPR ECO-MAX toured the coun-try educating dealers and service and parts personnel.
28 HOW TO SPEC DUMP BODIES FOR LIGHT- & MEDIUM-DUTY TRUCKSIf a fl eet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks to employee safety.
34 WHAT STAPLES EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKSMike Payette, manager of fl eet equipment for the offi ce supply company, discusses his experience with all-electric trucks and factors fl eet managers should consider when including such vehicles in fl eet.
38 DECALS CONVEY PROFESSIONALISMDecal manufacturers can provide customizable options for updating the look of current fl eet vehicles. One benefi t of decals is the ease in which they can be affi xed.
40 SPRINKLES DELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTERThe owners of Sprinkles Cupcakes designed and upfi tted their
eye-catching “Sprinklesmobile” to refl ect the image of the gourmet cupcake chain.
2 WEB TOC
4 LETTERS■ Concerns and Benefi ts of CSA 2010
6 TRUCK NEWS ■ ARI Acquires ATG
■ FMCSA Introduces CSA 2010
10 STATS■ Top 10 Most Fuel-Effi cient Trucks of 2010
42 TRUCK PRODUCTS ■ Truck Caps and Capsules
44 END OF FRAME EDITORIAL■ Speed Limiters on HD Trucks:
Will Medium-Duties be Next?
WORK TRUCK MAGAZINE (CDN IPM# 40013413) is published bi-monthly by Bobit Business Media, 3520 Challenger Street, Torrance, California 90503-1640. POSTMASTER: Send address changes to Work Truck P.O. Box 1068 Skokie, IL 60076-8068. Please allow 8 to 16 weeks for address changes to take effect. Please address Editorial and Advertising correspondence to the Executive Offi ces at 3520 Challenger Street, Torrance, California 90503-1640. The contents of this publication may not be reproduced either in whole or in part without consent of Bobit Business Media. All statements made, although based on information believed to be reliable and accurate, cannot be guaranteed and no fault or liability can be accepted for error or omission.
14
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www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 1
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www.worktruckonline.com
what you’re readingw
2 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
FRITO-LAY LOOKING AT PROPANE AUTOGAS FOR UP TO 2,000 VEHICLESWorking with ROUSH CleanTech to develop a liquid propane autogas conversion system for Ford E-350 dual rear-wheel cutaway chassis vehicles.
TOMMY GATE BREAKING NEW GROUND IN VAN APPLICATIONSIn the fi nal stages of testing on the fi rst American-made cantilever lift for panel vans.
EPA, DOT, AND CALIFORNIA ALIGN TIMEFRAME FOR PROPOSING FUEL ECONOMY AND GREEN-HOUSE GAS STANDARDSThe single deadline will be Sept. 1, 2011 for proposals for model year 2017-2025 cars and light-duty trucks.
RYDER COMPLETES ACQUISITION OF CARMENITA LEASING IN CALIFORNIAHow many vehicles did Ryder add to its fl eet as part of this acquisition? Go to worktruckonline.com to fi nd out.
ATG’S DONDLINGER MERGES FLEET BODY EQUIPMENT INTO EXISTING OPERATIONSATG now has fi ve upfi tting operations.
Use the navigator on the WorkTruckOnline.com home page to browse the latest articles from the channels. Enter a channel to view in-depth news, articles, tools, calculators and more related to that specifi c topic.
March/April’s Web Channel Highlight: GPS & TELEMATICSLease vs Buy is a diffi cult decision in regards to your work truck fl eet. Use the below resources to help you make this decision, guide you through the process and other helpful tips such as negotiating a fl eet lease management agreement.
▲ Telematics Use Grows in Work Truck Fleets
▲ How Can Telematics Help Your Fleet?
▲ Using GPS to Measure a Quality Stop
▲ Telematics Cuts 200-Truck Fleet Annual Fuel Spend by Nearly $200K
▲ Fleets Search for Effective Anti-Idling Solutions
Industry Trendss Telematics Safety Remarketing Fuel
the 5
THE FLEET CHANNELS
WORKTRUCKONLINE.COM TOP 5 MOST POPULAR STORIES AS OF OCT. 18, 2010
1
2
3
4
5
What We’re Blogging About
MARKET TRENDSBy Mike Antich
www.worktruckonline.com/
blog/markettrends.aspx
February 8Idea Emerges to Create Networking Group for Women in Fleet
January 28NHTSA Proposes Speed Limiters on HD Trucks: Will Medium-Duties be Next?
January 24Fleet Applications Emerge for Mobile Com-munication Devices
January 18High-Mileage Used Fleet Vehicles Create Dif-fi culties Financing ‘C’ and ‘D’ Paper Buyers
FLEET BLOGSThe Voice of the Fleet Community
(www.fl eetblogs.com)
January 31: Can You Place a Dollar Amount on the Value of Employee Retention?by Kate Harland
January 31:The future of driving?by Jennifer Sutherland
January 14: Monthly Rants – The National Debtby Anonymous Public Fleet Manager
January 10: Are your drivers paying attention? It could be costly!by Steve Fowler
Interested in starting your own blog? Go to www.fl eetblogs.com for more information
ANTICH
FLETCHER
CHATTY CHASSIS By Lauren Fletcher
www.worktruckonline.com/
Blog/Talking-Truck.aspx
January 24Is it Really a Truck?
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Partners at Work
For our fleets in Big Sky Country and beyond, the sky’s the limit.Vehicle reliability and readiness are always critical. But perhaps never more than when you’re
managing a 1,000-vehicle fleet covering three northwestern states. ARI ensures every
passenger car, pickup, bucket truck and digger derrick is at the ready. Our team also helped
reduce fleet expenses by $1.3 million over three years while the fleet size grew 30%! From
acquisition and maintenance to fuel and compliance services, to consulting and remarketing,
there’s no limit to what ARI can do. Some call it going “above and beyond.”
We call it, “Partners at Work.”
Read the full story and more at:
www.arifleet.com/partnersatwork
ROB HOYSGAARDUtility Fleet Expert
As a power industry specialist, Rob focuses his energy on innovative fleet management solutions that help ARI’s utility partners succeed.
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LETTERS TO THE EDITOR
4 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Which DOT Number to Use?I manage a fl eet of vehicles that are mostly are pickups. However, we also
operate eight DOT-stickered trucks to move equipment. These trucks have
a GVW greater than 10,000 lbs. but less than 26,000 lbs. We have a func-
tioning DOT program. When our work exceeds the capacity of our trucks,
we rent Penske Trucks to make up for shortages and will only use a DOT-
trained driver. My question is, do we have to label the Penske truck with our
own DOT number? There is some debate on whether we need to let the Pen-
ske DOT number remain or cover it with our own.
Scott Livengood, Logistics Manager
Winter Environmental, Norcross, Ga.
DOT Number on Rental TruckWe lease Penske trucks to transport our computer equipment for trade shows.
Penske says we do not have to have a DOT number, but one of our drivers
was told at a weigh station by an Illinois Commerce Commission offi cer that
we did need one. Do we or don’t we need a DOT number for a rental truck?
E-mail by Debbie Palmisano
Even trucks that need to display DOT numbers do not have to have them on the door if the company rents the truck for less than 30 days. – Editor
Vicarious Liability ConcernsOne concern cited in the January/
February editorial, “Legal Motion
Seeks to Halt Public Release of CSA
2010 Data,” was that major shippers,
brokers, and intermodal carriers may
feel compelled by the threat of vicar-
ious liability to bar use of any carrier
shown to be under “alert” in any of the
six BASIC areas.
One way around this is by leasing
your vehicles. Vicarious liability will
not apply to the owner if the vehicle is
leased to someone else and a contract
for indemnifi cation is in place.
E-mail by Stroman
You are correct; however, an enterprising attorney may still wish to sue. Lawsuits involving vicarious liability are part of a broad trend in tort cases where the court seeks awards from secondary parties. There is legal precedent for these vicarious liability concerns. Two notable legal decisions — Schramm v. Foster (2004) and Jones v. D’Souza (2007) — established that shippers may be held liable for “negligent hiring” of truckers. In Schramm v. Foster, a Maryland court ruling found a third-party logistics company guilty of hiring
a carrier that caused an accident and did not take into account the company’s FMCSA rating prior to hiring.
– Editor
Getting Your Ducks in a RowAfter reading the September/Octo-
ber 2010 issue editorial, “Most Fleets
Unprepared for CSA 2010,” I want-
ed to reply to say this may be the most
clearly stated explanation I’ve seen on
CSA 2010.
What drivers need to realize is this
will affect them if they are inherent-
ly lazy when it comes to performing
proper inspections of equipment and
maintaining proper logs, because com-
panies will not be able to shoulder the
burden CSA 2010 will put on them fi -
nancially. In my own writings, “How
to Start a Trucking Company,” I strong-
ly urge the use of compliance services,
such as J.J. Keller, to be more produc-
tive by ensuring you have all of your
“ducks in a row.”
E-mail by Benjamin Bellville
CSA Impact on Freight Rates
I read the September/October 2010 is-
sue editorial, “Most Fleets Unprepared
for CSA 2010” and got to wondering
how will it affect freight rates?
E-mail by Denise M. Pagura
Benefi ts of CSA 2010Thanks for writing the editorial,
“Most Fleets Unprepared for CSA
2010.” (See September/October 2010
issue.) It is amazing how many regu-
lated fl eets are still not aware of this
program and have not accessed their
performance measured under the new
system. I believe CSA will make the
highways safer by uncredentializing
the unsafest drivers and fl eets. How-
ever, the program is the most effective
when drivers and fl eets use the experi-
ence to become better, safer, and more
effi cient in their operations.
E-mail by Nick Goodell
Better than NothingIn reply to the discussion on whether
to mandate tire pressure monitoring
systems (TPMS) for medium- and
heavy-duty trucks, I believe the key
issue will be the design parameters
to trigger the alert. If the system is set
up for too great a variation in pressure
before it alerts the driver (say a 20-lb.
variation, over or under), then the system
is fl awed from the start. The reality, as
you know, is the driver will only react
when it is convenient to infl ate the tires.
If the tires are under- or over-infl ated
before the system alerts, damage is
already being done to the tire. I don’t
think a system with an “idiot” light,
while better than nothing, is adequate.
Just my thoughts.
E-mail by M. Berra Jr.
Predicting At-Risk DriversThe article “How to Predict and Ad-
dress At-Risk Driver Behaviors,” writ-
ten by Thomas Bray of J.J. Keller was a
very good article. (See July/August 2010
issue.) None of us want unsafe drivers
in our industry, and the best way to ac-
complish this is during the job interview.
This may translate into fewer hires, but
by hiring the best, it will foster reten-
tion and enhance the safe driving be-
haviors of your fl eet, as a whole.
Author wished to be anonymous
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THE CHALLENGE: MEETING TOUGH STANDARDS
OUR SOLUTION: 2011 MOTOR TREND TRUCK OF THE YEAR®
| 2011 CHEVROLET SILVERADO 3500HD
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payload of 6,635 lbs.1 and best-in-class conventional towing,2 it’s ready to handle
tough jobs. For more solutions, visit gmfleet.com.
1 Requires Regular Cab model and gas engine. Maximum payload capacity includes weight of driver, passengers,
optional equipment and cargo.2 Requires available 6.6L Duramax® diesel engine. Maximum trailer ratings assume a properly-equipped base vehicle,
plus driver. See dealer for details.
©2011 General Motors LLC
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MIAMI – Ryder System, Inc., a transportation and supply
chain management solutions company, completed its pre-
viously announced acquisition of substantially all the as-
sets of the full-service leasing and rental business of Car-
menita Leasing, Inc., located in Santa Fe
Springs, Calif. The acquisition is expect-
ed to be accretive to earnings in 2011 and
will operate as part of Ryder’s Fleet Man-
agement Solutions business unit.
In the transaction, Ryder acquired Carmenita’s fl eet
of approximately 189 full-service lease and rental units,
serving 58 contract customers. Ryder assumed and tran-
sitioned its operations to the Carmenita Santa Fe Springs
facility in late January, to ensure ongo-
ing service to customers, while Ryder’s
existing Santa Fe Springs location
closed as a result of a freeway expan-
sion project.
Auto Truck Group Merges Fleet Body Equipment into OperationsBARTLETT, IL – Auto Truck Group (ATG), an upfi tter
in the work truck industry, completed its merger of railroad
truck upfi tting company Fleet Body Equipment (FBE).
FBE was a subsidiary of Automotive Resources Interna-
tional (ARI), which acquired the assets of ATG.
ATG President Jim Dondlinger noted: “With the inte-
gration of FBE into the ATG fold, we have strengthened
ATG’s position and can now provide unsurpassed cover-
age to meet the upfi tting needs of companies in any in-
dustry, no matter how large.”
Dondlinger and his present management team con-
tinue to lead all ATG operations, including Auto Truck
Inc. (Chicago); Fort Wayne Fleet Equipment Company
(Fort Wayne, Ind.); Layton Truck Equipment
Company (Colorado Springs, Colo., and
Denver);Louisville Truck Equipment (Louis-
ville, Ky.); and Fleet Body Equipment (Kan-
sas City, Mo., and Fort Worth, Texas).
According to ARI President Carl Ortell,
the acquisition of ATG continues the com-
pany’s strategy of delivering industry sup-
port to companies, government, and other
organizations with complex and vocation-
al fl eet needs.
Frank Cardile, senior vice president of oper-
ations and client relations for ARI, now over-
sees the upfi tting businesses, ARI customer
service teams, vehicle acquisition, and supply
chain management areas, the company stated.
Cardile joined ARI in 1983 and has served in
his current position since 2004.
Bob White was promoted to senior vice
president of fl eet services, responsible for ve-
hicle remarketing, ARI’s in-house call cen-
ters, and all fl eet service areas. White joined
ARI in 1989 and most recently served as vice
president of operations.
FMCSA Launches New Commercial Truck ProgramWASHINGTON – The U.S. Department of Trans-
portation’s Federal Motor Carrier Safety Administration
(FMCSA) launched the Compliance Safety Accountabili-
ty (CSA) program Dec. 13, 2010. The centerpiece of CSA
is the Safety Measurement System (SMS), which will ana-
lyze all safety-based violations from inspections and crash
data to determine a commercial motor carrier’s on-road
performance. The new safety program will allow FMC-
SA to reach more carriers earlier and deploy a range of
corrective interventions. The program also advances the
Obama Administration’s open government initiative, pro-
viding the public with safety data in a more user-friend-
ly format. This will provide consumers a better picture of
carriers that pose a safety risk.
The SMS uses six safety improvement categories called
BASICs to examine a carrier’s on-road performance and
potential crash risk. The BASICs are unsafe driving,
driving when fatigued, drivers unfi t to operate a commercial
vehicle, operation of a vehicle while impaired due to
alcohol or drugs, improper maintenance, and crash/
incident experience. Under FMCSA’s old measurement
system, carrier performance was assessed in only four
broad categories. By looking at a carrier’s safety violations
in each SMS category, FMCSA and state law enforcement
will be better equipped to identify carriers with patterns of
high-risk behaviors and apply interventions that provide
carriers the information necessary to change unsafe practices
early on. Safety interventions include early warning letters,
targeted roadside inspections, and focused compliance
reviews that concentrate enforcement resources on specifi c
issues identifi ed by the SMS.
FMCSA will continue to conduct on-site comprehensive
compliance reviews for carriers with safety issues across
multiple BASICs. Where a carrier has not taken the
appropriate corrective action, FMCSA said it will invoke
strong civil penalties. To learn more about the new CSA
program, visit http://csa.fmcsa.dot.gov/.
TRUCK NEWS
6 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Ryder Completes Acquisition of Carmenita Leasing
fa
in
e
c
s
CARDILE
WHITE
DONDLINGER
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For a free demo, visit www.gpsinsight.com or call 866-GPS-4321
Nationwide coverage. Regional offices in Phoenix, Chicago, Los Angeles, and Oklahoma City.
Take Full Control Of Your Fleet!
GPS Insight Customizable Dashboard Interface
See a Live Demo of our Fleet Tracking Solution
at The Work Truck Show March 8-11
and enter to Win a Garmin!
Stop by Booth# 5659
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TRUCK NEWS CONTINUED
2011 Ford Explorer Named NAIAS North American Truck of the Year DETROIT – Ford announced the 2011 Ford Explorer was named the North
American Truck of the Year by a panel of 49 journalists from the U.S. and Can-
ada. The award was presented to the automaker at the start of the 2011 North
American International Auto Show (NAIAS).
Ford said the award, in its 18th year, recognizes vehicles based on a number of
factors, including innovation, design, safety, handling, driver satisfaction and val-
ue for the dollar, among others. Ford stated that the Explorer’s win represents the
seventh time a Ford vehicle has received this award, with the Ford Transit Con-
nect winning in 2010. The Ford F-150 received this recognition in 2004 and 2009,
and the Escape Hybrid
won in 2005.
Boulder Electric Vehicle Trucks Now CARB Zero-Emissions Certifi edLAFAYETTE, CO – Boulder
Electric Vehicle announced that
CARB certifi ed its 11,500-lb.
GVWR trucks as zero-emissions
vehicles (ZEV). The company
said these models include a
medium-duty delivery van,
passenger shuttle van, fl at-bed
work truck, parks-and-recreation
service truck, and a service body
build-out.
More information about the compa-
ny’s CARB certifi cation notice can be
found at www.automotive-fl eet.com.
Search keywords: Boulder Electric Ve-hicle. For more information about the
company, visit www.boulderev.com.
8 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
RECEIVE BREAKING NEWS WHEN IT HAPPENSSign up for Work Truck’s weekly eNewsletter for timely updates on the latest industry news in fl eet management, as well as research and trends, industry events, and current Work Truck magazine articles and features. Subscribe at www.worktruckonline.com.
RSSSnnnW
Vol. 5 No. 2
PublisherSherb Brown
Editor/Associate PublisherMike Antich
mike.antich@bobit.com
Senior EditorsLauren Fletcher
lauren.fl etcher@bobit.com
Grace L. Suizograce.suizo@bobit.com
Assistant EditorThi Dao
thi.dao@bobit.com
Web EditorGreg Basich
greg.basich@bobit.com
Art DirectorArmie Bautista
Production DirectorKelly Bracken
Production ManagerBrian Peach
(310) 533-2548
For Subscription Inquiries(888) 239-2455
BobitPubs@Halldata.com
Great Lakes Sales ManagerRobert Brown Jr.
1000 W. University Dr., Ste. 209Rochester, MI 48307
(248) 601-2005 Fax (248) 601-2004
Regional Sales ManagersEric Bearly
(310) 533-2579
Joni Owens (310) 533-2530
Sales CoordinatorTracey Tremblay
Business and Editorial Offi cesBobit Business Media
3520 Challenger St.Torrance, CA 90503Fax (310) 533-2503
ChairmanEdward J. Bobit
CEOTy Bobit
Chief Financial Offi cerRichard E. Johnson
Editorial ConsultantHoward Rauch
Change Service Request Return AddressHallmark
P. O. Box 1068, Skokie, IL 60076-8068
Autom
otive Fleet
a
w
Ford announced the 2011 Ford Explorer was named the North American Truck of the Year by a panel of 49 journal-ists from the U.S. and Canada.
CARB certifi ed Boulder Electric Vehicle 11,500-lb. GVWR trucks as zero emissions vehicles (ZEV).Boulder EV Medium-Duty
Delivery Van Specifi cations
Range: ...................................120 miles.
Charge Time: ............................. 8 hrs.
Top Speed: ..............................65 mph.
Payload: .................................3,000 lbs.
Warranty: .......6 yrs./100,000 miles.
GVWR: ...............................11,500 lbs.
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STAT SHEET
Average cost ofdiesel fuel inthe U.S. in
2010.
$3.00
Class 1-2Trucks 36%
2010 Top 100 Truck Fleet Vehicle Segment
Percentages
Top 10 Most Fuel-Efficient Trucks of 2010
Class 3-6Trucks 31%
Rank Vehicle EPA MPG EPA MPG City/Hwy Combined
1 ............................. 2010 Ford Ranger...................................................................22/27.................................. 24
2 ............................. 2010 Toyota Tacoma...............................................................20/26.................................. 22
3 (tie) .................... 2010 GMC Canyon................................................................18/25.................................. 21
3 (tie) .................... 2010 Chevrolet Colorado....................................................18/25.................................. 21
3 (tie) .................... 2010 Suzuki Equator..............................................................19/23.................................. 21
3 (tie) .................... 2010 Nissan Frontier.............................................................19/23.................................. 21
3 (tie) .................... 2010 GMC Sierra 1500 Hybrid...........................................21/22.................................. 21
3 (tie) .................... 2010 Chevrolet Silverado 1500 Hybrid ............................21/22.................................. 21
4 (tie) .................... 2010 GMC Sierra 1500.........................................................15/22.................................. 18
4 (tie) .................... 2010 Chevrolet Silverado 1500 ..........................................15/22.................................. 18
Vans 27% SUVs 6%
36% 27%
31%
6%
Average U.S. National Per-Gallon Diesel Fuel PriceTrend
July 10 Aug. 10
$2.93$2.96
Sept. 10
$2.95
Oct.10 Nov. 10
$3.06$3.14
Dec. 10
$3.24
Jan. 11
$3.38
Jan. 10 Feb. 10
$2.87$2.82
Mar. 10
$2.91
Apr. 10
$3.05
May 10
$3.07
June 10
$2.96
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10 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
MAKE/MODEL ENGIN
E
EPA MPG
TOTAL F
UEL C
OST:
60,00
0 MILES
TOTAL E
ST. ANNUAL
MAINT
ENANCE COST
ACQUISITIO
N COST
(INCLUDES
DESTINATIO
N)
TOTAL A
CTUAL
DEPRECIATION
COST
PER MILE
LIGHT-DUTY PICKUPS
2011 FORD RANGER XL 2.3L4 19/24 $8,348 $1,610 $17,030 $9,905 $0.3311
2010 CHEVROLET COLORADO W/T 2.9L4 18/24 $8,630 $1,472 $16,085 $10,435 $0.3423
2010 GMC CANYON W/T 2.9L4 18/24 $8,630 $1,419 $15,585 $9,935 $0.3331
2010 DODGE DAKOTA ST 3.7L6 15/20 $10,356 $2,343 $18,918 $11,618 $0.4053
2010 NISSAN FRONTIER XE 2.5L4 17/22 $9,243 $2,324 $17,431 $9,706 $0.3545
2010 FORD F-150 XL 4.6L8 15/19 $10,563 $1,990 $18,456 $9,056 $0.3601
2011 CHEVROLET SILVERADO 1500 W/T 4.3L6 15/20 $10,356 $1,285 $18,511 $7,386 $0.3171
2010 DODGE RAM 1500 ST 3.7L6 14/20 $10,814 $2,897 $18,180 $10,305 $0.4003
2011 GMC SIERRA 1500 W/T 4.3L6 15/20 $10,356 $1,361 $18,511 $7,386 $0.3184
SO
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TR
IC
FORD F-150 XL
DODGE DAKOTA ST
CHEVROLET SILVERADO 1500 W/T
Light-Duty TruckLifecycle Cost Analysis
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WWW.HINO.COM
HINO TRUCKS RANKS “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY ENGINES, THREE YEARS IN A ROW1.” AND “HIGHEST IN CUSTOMER SATISFACTION WITH CONVENTIONAL MEDIUM DUTY TRUCKS2.”
1. Hino received the highest numerical score among conventional medium duty engines and transmissions in the proprietary J.D. Power and Associates 2008- 2010 Medium Duty Truck Engine and Transmission Customer Satisfaction Study SM. Study based on responses from 1,255
responses measuring 5 manufacturers. Survey was of primary maintainers and owner operators and measures opinions of primary maintainers of two-year-old (by model year) Medium Duty (Class 5, 6, and 7) trucks. Proprietary study results are based on experiences and perceptions of
consumer surveyed in June-August 2010. Your experiences may vary. Visit jdpower.com. 2. Hino received the highest numerical score among conventional medium duty trucks in the proprietary J.D. Power and Associates 2010 Medium Duty Truck Engine and Transmission Customer
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THE POWER OF FOUR.
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2012 NISSAN NV
RAISES THE ROOF & FUNCTION OF COMMERCIAL VANS
Nissan has been in the commercial vehicle market for more than seven decades and is introducing its all-new commercial van to
the U.S. market. By Lauren Fletcher
12 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Nissan isn’t new to the com-
mercial vehicle (CV) mar-
ket. In 1937, Nissan pro-
duced its fi rst commercial
vehicle in Japan and 2011 marks the
automakers’ 75th year in the commer-
cial vehicle industry. Marking this an-
niversary is the sale of the all-new 2012
Nissan NV (Nissan Van).
Nissan CVs are currently sold in
more than 75 percent of the world’s
markets, including Japan, China, Mex-
ico, Russia, Europe, and the Middle
East. According to the manufacturer,
CVs represent 20 percent of Nissan’s
global volume. Nissan aims to have a
40-percent fl eet registration mix on this
new commercial van, and production
began in January 2011 with sales ex-
pected in the spring.
“The new kid on the block, as it
turns out, is also a long-time player in the
global commercial vehicle market. As the
fi rst non-domestic nameplate to design,
manufacture, and sell CVs in the U.S., we
bring a more than seven-decade tradition
of durability, quality, and reliability to our
products,” said Joe Castelli, vice president,
Commercial Vehicles and Fleet, Nissan
North America, Inc. (NNA). “At the same
time, we’ve taken a fresh look at every
aspect of the CV business — including
styling, powertrain, interiors, cost of
operation and ownership, dealership
sales and service operations, and most
importantly, real-world customer needs.”
MULTIPLE CONFIGURATIONS
AVAILABLE
The 2012 Nissan NV lineup will be avail-
able with a choice of 4.0L V-6 and 5.6L
V-8 engines and in two body styles, Stan-
dard Roof (all models) and High Roof
(NV2500 HD and NV3500 HD only).
2012 NISSAN NV MODEL, ENGINE & GRADE
AVAILABILITY
Standard Roof
Engine Offerings Grades
NV1500 4.0L V-6 S, SV
NV2500 HD 4.0L V-6 5.6L V-8 S, SV
NV3500 HD 5.6L V-8 S, SV
High RoofEngine
Offerings Grades
NV2500 HD 4.0L V-6 5.6L V-8 S, SV
NV3500 HD 5.6L V-8 S, SV
The 4.0L V-6 engine is rated at 261 hp
with 281 lb.-ft. of torque, while the 5.6L
V-8 engine is rated at 317 hp and 385 lb.-
ft. of torque. Both engines will be mated
to a standard 5-speed automatic.
Nissan also created an all-new
commercial-duty chassis for the NV,
which will be built at the Canton, Miss.,
plant. The Nissan NV was designed,
engineered, and built in the United
States. The rugged, industry-exclusive
high roof body-on-frame construction
was built for heavy-duty usage. The
van also offers up to 9,500 lbs. towing
capacity (when equipped with the V-8
engine).
Safety systems include dual-stage
supplemental front air bags, three-
point front seat belts with pretension-
ers and load limiters, available supple-
mental front seat-mounted side-impact
air bags, and roof-mounted supplemen-
tal curtain air bags.
FUNCTIONAL & FLEXIBLE
Inspired by customer needs, the Nis-
san NV offers an array of smart func-
tionality features, including storage
pockets, spaces, and compartments
designed to provide secure access to
typical commercial customers’ every-
day use objects. An under-seat drawer
fi ts small tools or items typically stuck
in a driver’s pocket, such as wrenches,
notebooks, etc. The deep door pock-
ets fi t fl ashlights, legal-size binders,
and clipboards.
High Roof models offer an avail-
able overhead console designed to
hold work gloves, legal-size binders,
safety glasses, and system books. The
available lockable center console (re-
movable) fi ts hanging fi les and laptop
computers — and includes a comput-
er or mobile phone charging point, as
well as a sliding lid that provides a
The all-new 2012 Nissan NV goes on sale in the spring and will be avail-able in two roof options and three models:
■ Standard Roof: NV1500, NV2500 HD, and NV3500 HD.
■ High Roof: NV2500 HD and NV3500 HD.
AT A GLANCE
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www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 13
usable work surface.
The van’s rear doors open extra wide
(280 degrees) with a simple click of the
rear-door hinges. In addition to the wide
door openings, the NV offers room
between the wheelhouses to accom-
modate standard plywood or drywall
sheets or pallets. There is also a range
of cargo area tie-down rings.
The NV’s nearly vertical sidewalls
maximize the usable cargo space, ac-
commodating common aftermarket
storage systems, as well as a bulk-
head behind the driver. Also, dedicat-
ed mounting points were pre-installed,
negating the need to drill through the
panels to install upfi ts, cabinetry, or
storage solutions.
The Nissan NV was also designed to
accommodate aftermarket customiza-
tion and modifi cations. The dedicated
roof mounting points are designed for
installation of various ladder or utility
rack systems without piercing holes in
the roof, which can lead to corrosion
and water leaks. The available “upfi t-
ter pre-wiring” allows easy access into
the electrical system.
The NV also offers multiple rein-
forced integrated attachment points
for installation of cargo customiza-
tion equipment — again requiring no
sheet metal drilling.
Package options include tow (V-8
only), rear-door glass, all-around win-
dow, sliding door window, technology
package with rear camera, and a side
and curtain air bag package.
Additionally, customers have the
choice of an industry-exclusive no-
charge graphics package through Orig-
inal Wraps, which includes 70 square
feet of free graphics or a no-charge up-
fi t package from Adrian Steel.
PICKUP TRUCK-LIKE FUNCTIONALITY
In developing the new Nissan NV,
one of the goals was to combine pick-
up truck-like comfort, interior ameni-
ties, and drivability with a cargo van’s
capacity and security.
One major contributor to the pick-
up-like cab is the absence of the tradi-
tional van engine “doghouse” that in-
trudes into the cab due to the setback
engine placement. The Nissan NV uti-
lizes a conventional truck engine layout
with out-front engine design. This not
only frees up space under the instru-
ment panel and between the seats, it
also provides easy under-hood access
to the entire engine for routine service
and maintenance.
The NV’s cargo area provides a 120-
inch cargo fl oor length and 70.2-inch
maximum cargo fl oor width. NV Stan-
dard Roof models offer a maximum
55.8-inch cargo area height. The NV
High Roof provides a maximum of
76.9 inches of cargo room height, or
enough room for a 6-foot 3-inch driv-
er to move around the cargo area while
standing upright.
For more information and vid-
eos, visit Nissan’s all-new CV web-
site: www.nissancommercialvehi
cles.com. WT
NISSAN DONATES TO HABITAT FOR HUMANITY
P art of a recent event introducing the new 2012 Nissan NV (Nissan Van)
included a donation of $35,000 worth of building supplies to Habitat for
Humanity of Greater Miami. The materials, which will be used to build af-
fordable homes for low-income families, were delivered to the Habitat ware-
house in the new 2012 Nissan NV commercial van as part of the vehicle’s na-
tional media preview.
Lowe’s em-ployees load building ma-terials into new 2012 Nis-san NVs for transport to the Habitat for Humani-ty of Greater Miami’s dona-tion center.
The 2012 Nissan NV is available in two models: Standard and High Roof. The cargo area of the High Roof version enables a 6-foot 3-inch driver to stand upright.
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CANPICKUP EFFECTIVELY R
Manufacturers that build pickup bed capsules discuss the advantages and limitations of the fi berglass-enclosed bodies and explain when fl eets should consider replacing cargo vans with
truck bed capsules. By Sean Lyden
14 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Body manufacturers that build
fi berglass-enclosed bodies that
slide into and attach to pickup
truck beds claim their “inserts”
or “capsules” are a more cost-effective
alternative to standard cargo vans.
Several large commercial fl eets
seem to agree, including Verizon
Wireless, Cable One, CenturyLink,
Qwest Communications, and other in-
dependent telecom companies across
the country. According to Eric Paul,
VP of sales and marketing at Fort
Worth, Texas-based BrandFX Body
Company, Verizon recently took de-
livery of 715 Chevrolet Silverado
1500 Hybrids, with BrandFX’s fi ber-
glass inserts as direct replacements
for cargo vans.
Why shift from vans to pickups
with self-contained inserts, or cap-
sules? The following explains the ad-
vantages and limitations of pickup bed
inserts over cargo vans and how man-
agement can determine which is a bet-
ter fi t for a fl eet’s application.
THE ADVANTAGES OF CAPSULES
Why should fl eets consider shifting
from cargo vans to pickup bed capsules?
Body manufacturers point to these sev-
en advantages:
1IMPROVED FUEL ECONOMY WITH ½ -TON CONFIGURATIONS
“Your van is averaging about 10.2-10.4
mpg when loaded. With a ½ -ton pick-
up, fuel economy can be increased up
to 20 mpg unloaded and 14.5 mpg load-
ed up to 80-percent capacity. That’s a
50-percent increase in fuel economy,”
Paul said.
Dan O’Connell, director of sales and
marketing of Paul Maranda Enterprises, a
fi berglass capsule manufacturer, agreed.
“Without exception, I’m hearing 9.8-10.2
mpg for the van,” O’Connell said. “But
[fl eet managers] tell us they get 14-15
mpg on a pickup. You get a substantial
increase in fuel economy and decrease
carbon footprint dramatically.”
These numbers don’t factor in the
fuel economy ratings from the new
fuel-effi cient engines OEMs are roll-
ing out for ½ -ton pickups, including the
Chevrolet Silverado 1500 Hybrid (20
mpg city/23 mpg highway) and Ford’s
new 3.5L EcoBoost engine, an option
for the 2011 F-150 pickup, expected to
achieve up to mid-20s mpg.
The critical point to keep in mind is
that fuel economy savings is realized
with ½ -ton pickups. When moving up to
the ¾ - or 1-ton class, the pickup truck’s
advantage diminishes, with fuel econo-
my more comparable to the van.
2 OPTIMIZED CARGO MANAGEMENT
If looking strictly at cubic feet or inch-
es when comparing cargo capacity,
the van wins big over the comparable-
size pickup bed capsule.
However, Paul of BrandFX said there’s
a signifi cant difference between cargo
capacity and actual usable space.
“When you measure the useable
cargo inches in the van versus that of
a 5½-foot pickup bed insert, [the dif-
ference between the insert and cargo
van] is actually a wash in cubic inch-
es,” Paul said.
“One of our customers commented,
‘Why buy this van and haul around a
bunch of empty air?’ This is because the
cargo inches calculated [for the van] are
basically air — unusable space,” Paul
According to proponents, advantag-es of capsules over vans include:
■ Improved fuel economy.
■ Optimized fuel management.
■ Enhanced ergonomics.
■ Lower lifecycle and maintenance cost.
■ Minimized downtime.
■ Higher resale value.
AT A GLANCE
The BrandFX WORKPoD (pictured)
comes with fl ooring and sidewalls, which makes it
easy to remove and transfer without unloading. The products fi t all popular Chevrolet, Dodge,
Ford, and GMC pickups and bed lengths,according to the company.
Maranda manufactures a one-piece, fully trans-ferable workshop capsule that, according to the company, features a proprietary body anchor-ing system, unique water management system, and universal fi t. Pictured is the Maranda V-370.
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P BED CAPSULESY REPLACE CARGO VANS?
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 15
explained. “When you’re looking at set-
ting up a truck insert versus a van, re-
member that big sliding door on the van
and the two double doors on the rear of
the van. And you have only one set of
shelves running down the street-side
of that van. Very seldom will you have
anything down the passenger side be-
cause of that door. This all adds up to
wasted space.
“The insert offers you a much more
effi cient and scalable system to manage
cargo,” Paul continued. “When you have
a large inventory of parts — small com-
ponents and connectors — that needs to
be organized in such a way that allows
for easy retrieval from the exterior of
the vehicle, which is about 90 percent
of your utility/telecommunications ap-
plications, then the insert clearly wins
out. It cuts time at the jobsite because
technicians do not have to rummage
through piles of parts to fi nd what they
need for the job.”
3 ENHANCED ERGONOMICS
O’Connell of Maranda said one fl eet
he works with pays $20 million annu-
ally in Workers’ Compensation claims,
with a large percentage of those claims
related to three key elements:
1. Slips and falls out of trucks.
2. Bending and lifting inside confi ned
compartments, such as in a van.
3. Reaching and managing the lad-
der on top of a van roof.
O’Connell suggested that a pickup
bed capsule is designed to reduce these
types of Workers’ Compensation claims.
“With the capsule, you can reach every-
thing from a standing position. No bend-
ing or lifting is required,” he said.
Paul of BrandFX added, “If you’re 5
feet 4 inches, 5 feet 6 six inches, or 5 feet
7 inches, can you imagine trying to reach
up to the top of a van to grab a ladder?
You’re talking about an 80-90-lb., 32-
foot extension ladder. How do you get it?
What if, with an insert, you didn’t have
to reach that high because the height of
that insert from the ground to the high-
est point is less than 7 feet?”
4 LOWER LIFECYCLE COST
Truck inserts provide lower costs than
van upfi ts when transitioned to new ve-
hicles. “When comparing initial acqui-
sition cost between the insert and van,
it’s pretty much a wash. But with the
second and third vehicle cycle, that’s
when you gain the cost advantage with
the insert,” Paul said. “Fleets spend
WHAT’S THE DIFFERENCE BETWEEN CAPSULES AND TRUCK CAPS?
While both types of pickup bed upfi ts offer viable alternatives to standard
cargo vans, there is one distinct difference: The capsule (or insert) is a
self-contained, fully enclosed unit, from fl oor to sides to roof. In contrast, the
truck cap, also known as a “topper,” is not self-contained, but instead mount-
ed on top of the bedrails, leveraging the actual interior of the pickup box as
part of the cargo area. What are the pros and cons of each?
■ Truck Caps
Pro: Gain many of the fuel economy, cargo management, ergonomic, and oth-
er advantages of a capsule (versus the cargo van), at a lower upfi t cost.
Con: Sacrifi ce the transferability of a self-contained capsule, requiring signif-
icant downtime for crew to manually empty a truck, when it needs repairs, to
transfer to a replacement vehicle.
■ Capsules
Pro: Transferability. When a truck breaks down, use a forklift to lift the in-
sert (fully loaded) out of the pickup and transfer it to the rental truck — a pro-
cess that takes about 30 minutes.
Con: Higher up-front cost compared to truck caps.
A capsule is a self-contained, fully enclosed unit, from fl oor to sides to roof. (Shown at left is a Maranda M-120 capsule.) A truck cap, or “topper,” is not self-contained, but mounted on top of the bedrails. (Pictured at right is a SnugTop SnugPro XL Commercial Topper.)
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$23,000-$26,000 on a turnkey van and,
at the end of the rotation, it starts all
over again — with a new van and new
upfi t. Whereas with the insert, it’s paid
for just once — with the fi rst truck —
and then it can be used for at least two
more vehicle cycles.”
“At the end of the life of the van, the
upfi t can be thrown away,” O’Connell
said. “The shelving typically stays with
the van, and so does the ladder rack. But
at the end of the life of the pickup, take
the capsule out, buff it so it looks like
new, and place it into the new truck.”
5 LOWER MAINTENANCE COSTS
Using a pickup may also result in lower
maintenance costs. “According to what
our fl eet managers tell us, vans run 15-
20 percent more in maintenance costs
than pickups because pickups are built
heavier than vans,” Paul of BrandFX said.
“The maintenance with vans is most-
ly transmission and suspension related.
The components on the pickup are much
more robust — the suspension, braking
systems, springs, and transmission. The
pickup is a dual-purpose vehicle, de-
signed for both hauling and pulling. So
those components are signifi cantly more
beefed up on a pickup compared to what
you would fi nd with a van.”
16 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Truck Capsules
6 MINIMIZED DOWNTIME
Proponents also point to the capsule’s
transferability as a key factor in lower-
ing maintenance costs because it mini-
mizes downtime.
When a van breaks down, techni-
cians need to empty all tools, parts, and
equipment, then load that cargo into a
rental or replacement van (that most
likely doesn’t offer an identical stor-
age system), causing several hours of
non- revenue downtime. And, when the
original van is out of the shop, techni-
cians must repeat the process.
With the self-contained pickup bed
insert, staff can use a forklift to lift
the insert (fully loaded with techni-
cian tools, parts, and equipment) out
of the pickup and transfer it to a rent-
IS A CAPSULE RIGHT FOR THE FLEET APPLICATION?
Here are four questions to help fl eets determine whether a truck bed
capsule is the right choice:
1. Is payload 1,200 lbs. or less?
2. Will technicians be most productive having easy access to tools, equip-
ment, and parts from outside the vehicle?
3. Do vehicles carry a large inventory of small, intricate components and
parts that require precise organization?
4. Do vehicles need to clear low parking garage heights where cargo vans
can’t fi t?
If you answered “yes” to any or all four of these questions, the capsule/pick-
up combination may be a good fi t for the fl eet’s application.
Despite their advantages, even proponents concede cap-
sules aren’t a good fi t for every application. The follow-
ing details three key examples where a van may make more
sense for a fl eet:
1. When hauling large equipment or bulky cargo“Applications, like Stanley Steamer, that carry very tall equip-
ment inside of the vehicle would not be a good application for a
capsule,” said Dan O’Connell, director of sales and marketing
for Paul Maranda Enterprises. “The primary target for capsules
is power companies, telecommunications, cable companies —
people who carry intricate, sophisticated equipment.”
2. When doing considerable work from inside the vehicle“There is a philosophical difference between the van and
the insert,” explained Eric Paul, VP of sales and marketing at
BrandFX Body Company. “The van is designed to store ev-
erything inside. If you’re a technician, your accessibility to that
van is from the inside. If you’re setting up a mobile offi ce, or
the technician would be otherwise working from inside the
vehicle, especially in Canada, the Northeast, and other parts
of the U.S. where there is a lot of inclement weather, the van
would win out.”
3. When hauling more than 1,200 lbs.This would require bumping up from a ½ -ton class vehi-
cle to a ¾- or 1-ton. In this case, the pickup truck loses its fu-
el-economy advantage over the van. Also, instead of the ac-
quisition cost being about equal between the two types of
vehicles (including upfi t costs) on the ½ -ton class, the larger
pickups can cost up to $4,000-$5,000 more than the van be-
fore factoring in upfi ts.
The Bottom Line
Can pickup bed capsules effectively replace cargo vans? Not
altogether. Both the capsule and van each have their own “sweet
spot,” where one or the other performs better and/or is most
cost effective. How, then, does fl eet management determine
which is right for the fl eet? Identify the “sweet spot” that best
describes the application — and choose accordingly.
al truck — a process that takes about
30 minutes.
7 HIGHER RESALE VALUE
According to O’Connell of Maranda, at
disposition, a pickup with a capsule is
typically worth more than a van.
How so? “There is a smaller market
for cargo vans because they’re used al-
most exclusively for commercial applica-
tions,” O’Connell explained. “Also, fl eet
management needs to fi nd a buyer that
will appreciate the shelving systems in-
stalled in the van. Pickups can be used
for both personal and professional use.
You can easily take out the capsule, re-
install the tailgate, and convert it back
to a regular pickup truck. This broad-
ens the resale market.” WT
THE LIMITATIONS OF CAPSULES
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■ EXCLUSIVE INTERVIEW ■
DONDLINGEROF AUTO TRUCK GROUP DISCUSSES HIS
POST-ACQUISITION STRATEGY
Jim Dondlinger, president of the recently acquired Auto Truck Group, discusses the company’s change in owner-
ship, integration of Fleet Body Equipment, the history of ATG, and changes in the industry over the years.
18 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Automotive Resources In-ternational (ARI) recent-ly purchased the assets of Auto Truck Inc. ARI is a
Holman Enterprises company, which consists of more than 25 operating companies. Following the acquisition by ARI, Auto Truck Group LLC was formed from the merger of Fleet Body Equipment and Auto Truck’s assets. Auto Truck Group Presi-dent Jim Dondlinger and his man-agement team were given the re-sponsibility to run the new Auto Truck Group operation.
In the following interview, Dondlinger discusses the history of ATG, the increase in capabilities to serve its customers, the broader base of opportunities for his group, and the state of the industry.
WT: WHAT CHANGES DO YOU
ANTICIPATE WILL RESULT FROM
THE NEW OWNERSHIP?
DONDLINGER: The management style
of Holman Enterprises is to empower its
proven management teams to run their
businesses while providing fi nancial con-
trol and necessary resources to grow the
business. The Holman management ap-
proach proved to be very successful in
the case of Fleet Body Equipment
and will now empower the ATG
management team to continue to
operate and grow the combined
operations in the same way.
ATG’s existing management struc-
ture will remain as is and will be in
charge of running the new operation.
The new structure will give us strong
fi nancial stability, systems, and tech-
nical support. The change gives us the
opportunity to leverage our size, com-
bined expertise, and facilities to better
serve our customers. At the same time,
the change gives our people the oppor-
tunity to grow along with us.
WT: HOW WILL THE RECENT
INTEGRATION OF FLEET BODY
EQUIPMENT IMPROVE AUTO
TRUCK GROUP’S OFFERINGS?
DONDLINGER: Fleet Body Equipment
has core competencies, really good peo-
ple, and brings a knowledge base and
new capabilities to our combined or-
ganization. In this situation, one plus
one is going to equal much more than
two. Fleet Body Equipment facilities
in Kansas City, Mo., and Fort Worth,
Texas, will give us the potential to im-
prove relationships with the OEMs that
produce vehicles in those areas. The
locations will also allow us to better
serve our fl eet, niche, and local markets.
WT: BRIEFLY EXPLAIN THE HIS-
TORY OF AUTO TRUCK GROUP,
INCLUDING HOW AND WHEN
THE BUSINESS GREW.
DONDLINGER: The Auto Truck Group
started as the Auto Truck Steel Body
(L-R) Guy Chollet, engineering manager, Jim Dondlinger, president, and Pete Taskovic, process manager, work together to ensure proj-ects go according to plan.
DONDLINGER
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www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 19
Company in 1918. It was purchased
from the original owner by my grand-
father in 1927. Over the next three
decades, he ran the business until he
passed away in 1962. My dad, who al-
ready was active in the business, took
over until he retired in the mid-1980s,
which was when I became president
of the company.
From the 1920s through the mid-
1970s, we had one facility in Chicago.
In the early 1980s, we had outgrown
this facility and built a new, much larg-
er facility in Bensenville, Ill. By 1985,
we had already outgrown that facility
and added on to it.
In 1987, we recognized the fl eet in-
dustry was looking for a way to han-
dle vehicles coming from the manufac-
turers. General Motors built a plant in
Fort Wayne, Ind., and we opened Fort
Wayne Fleet Equipment Company
there as well. We added a new building
in 1991 in Chicago and expanded the
Fort Wayne facility in 1995. In 1997,
we bought out Layton Truck Equip-
ment in Colorado Springs, Colo. In
1999, we added a Louisville, Ky., op-
eration with Ford ship-through capa-
bility in response to the needs of our
large fl eet customers.
We also purchased Ledom-Hayes
in Colorado Springs, which added to
our capacity and market on the Front
Range of the Rocky Mountains.
Today, ATG operates from seven
locations. The three types of custom-
ers we serve are fl eets, niche markets,
and the local customers. Our fl eet cus-
tomers are in the energy, utility, pest
control, and many other specialty
businesses.
An example of a niche market for us
is the railroad market. The local cus-
tomers include municipalities, police
departments, construction contractors,
and snow and ice equipment compa-
nies. Growth is part of our strategy
and we believe it is necessary to sup-
port our customer base.
WT: HOW IMPORTANT TO ATG
IS THE INTERACTION WITH
FLEET MANAGEMENT COMPA-
NIES (FMCs)? WHAT SHOULD
FLEET MANAGERS LOOK FOR IN
AN UPFITTER?
DONDLINGER: Over the last 25 years,
FMCs have become a core part of our
business because they manage the fl eets
that require our services. Serving them
well requires the ability to handle vehi-
cles all the way up to Class 8 trucks and
includes a wide range of applications from
simple to very complex. We recognize
that we have to serve our FMCs with in-
tegrity, the highest level of service, and
the best possible pricing, so we continue
to earn their trust in the future.
WT: WHAT UPFITTING CAPA-
BILITIES AND SERVICES DOES
ATG OFFER?
DONDLINGER: Our upfi tting capa-
bilities were put into place and tai-
lored to serve the complexities of
an FMC’s customer base. We offer
ship-through pool, solid modeling,
computer-aided design, fabrication,
upfi tting, fi eld service, IT and data
support, and the brick and mortar of
seven locations.
WT: HOW HAS THE INDUSTRY
CHANGED IN THE PAST FEW
YEARS WITH RESPECT TO
MANUFACTURERS, SUPPLY
CHAIN MANAGEMENT, ETC.?
DONDLINGER: There has been a con-
solidation in the industry and larger
entities have evolved. To compete in
the marketplace today, you can’t sit
still — you have to grow. Being big-
ger brings new opportunities. Op-
portunities are in many areas, not
just upfi tting.
WT: CAN YOU GIVE US SOME
INSIGHT INTO HOW THESE
CHANGES WILL IMPROVE OR
CHALLENGE THE UPFITTING
PROCESS AND INDUSTRY IN
THE COMING YEARS?
DONDLINGER: When ATG fi rst start-
ed, we could survive very well in
just the local market. But to serve
the FMCs, niche markets, and large
fl eets, you need to have capabilities
in many areas. Not all players are ca-
pable of doing that.
There’s also a growing need to
transcend borders into Canada,
Mexico, and beyond North Amer-
ica. Companies that are globaliz-
ing fleets are looking for upfitters
with the capabilities to serve them.
The market is going to continue to
require sophistication and abili-
ties such as data integration, engi-
neering, and immediate informa-
tion. We believe Auto Truck Group
is now positioned to deliver on all
accounts. WT
(Left) Ruben Hernandez, fabrication manager, shows Dondlinger the welds on a new tow hitch.
(L-R) Diego Avila, installer; Francisco Medina, installer; Chuck Lukritz, production manager; and Dondlinger reviewing a CNG installation.
WT0311atg.indd 19WT0311atg.indd 19 2/9/11 6:20:51 AM2/9/11 6:20:51 AM
WT0311nissan.indd 1 2/7/11 3:52:28 PM
TELEMATICSUSE IN WORK TRUCK FLEETS
Truck fl eets can improve operational effi ciency, boost driver safety, and reduce high-cost vehicle repairs by implementing telematics systems. Highlighted are some of the latest products available.
By Lauren Fletcher & Grace L. Suizo
20 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Truck fl eets have differing needs and tele-
matics requirements from car-based fl eets.
Various companies discuss with Work Truck their products and programs and how they
are best utilized by work truck fl eets.
Telematics systems offer sev-eral benefi ts to truck fl eets, including:
■ Increased driver safety.
■ Reduced speed and idling.
■ Lower fuel consumption.
■ Maintenance alerts to reduce
high-cost repairs.
■ Information on how vehicle
was damaged, etc.
AT A GLANCE
■ GREENROAD HELPS DRIVERS MAKE SMARTER DECISIONS
GreenRoad 360 is more than telematics — it’s a com-
plete technology and services program for ongoing
driver safety and fuel savings, according to the company.
The result: immediate and ongoing cost savings, including
lower maintenance costs and lower management overhead
requirements. GreenRoad addresses the cause of crashes
by improving driver decision-making on the road. Real-time
feedback enables positive changes in the moment, not days
later after reviewing reports or video with a manager.
At the end of 2010, GreenRoad added an idling perfor-
mance solution to its overall service to help fl eets further re-
duce fuel consumption and vehicle emissions. The new idling
management capability quickly identifi es specifi c drivers, ve-
hicles, or trips that negatively impact
fuel performance. This customizable
solution automatically identifi es idling
activities that are exceptions to com-
pany policy, based on client-defi ned policy thresholds, ap-
plying fi ltering to the unavoidable idling that occurs at traffi c
lights and stop signs.
According to GreenRoad, Engage is a fl eet-proven method-
ology and provides risk assessment, implementation exper-
tise, best practices, communications, and training.
GreenRoad earns the trust and confi dence of drivers by
providing proactive, accurate, and real-time feedback. Its self-
correcting approach is non-invasive and is focused on person-
al responsibility, reinforcing skills, and giving drivers the tools
to align their driving with company goals and guidelines, ac-
cording to the company.
With drivers making smarter driving decisions, Green-
Road reports that fl eets typically reduce
fuel consumption by 10 percent immedi-
ately and reduce crash costs by 50 per-
cent within the fi rst six months.
R
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■ KENWORTH & SPRINT TARGET MOBILE CONNECTIVITY
Kenworth Truck Company and Sprint have partnered to
provide mobile connectivity for the Kenworth NavPlus,
a PACCAR proprietary navigation and business technology
system for Kenworth Class 5-8 trucks.
“As the core development partner, Sprint
will integrate its advanced network con-
nectivity into Kenworth NavPlus, which
will also offer telematics, navigation, di-
agnostics, and business system features,”
said Sprint CEO Dan Hesse. The in-dash
NavPlus technology system utilizes a high-
resolution, 7-inch color screen and 8 gi-
gabytes of memory. Together, navigation
and business systems will be provided with
vehicle connectivity services for drivers to
easily and safely use while traveling. When a truck is not in mo-
tion, the driver will be able to access the Internet and send and
receive e-mails to enhance communications with dispatchers,
logistics providers, and shippers. The Sprint con-
nectivity service is available as an option.
NavPlus also includes hands-free phoning with
Bluetooth, back-up camera options, vehicle data,
and audio controls. When launched in 2011, Ken-
worth NavPlus will become standard on Kenworth
trucks with all premium interior trim offerings and
on diesel-electric hybrid vehicles. The system will
also be available as an upgrade on any Kenworth
standard trim package. NavPlus was developed
on the Microsoft Windows Embedded Automo-
tive 7 software platform.
lo
n
B
a
w
t
o
a
The in-dash NavPlus technolo-gy system utilizes a high-resolu-tion, 7-inch color screen and 8 gigabytes of memory.
WT0311telematics.indd 20WT0311telematics.indd 20 2/11/11 9:21:00 AM2/11/11 9:21:00 AM
WT0311nissan.indd 1 2/7/11 3:52:28 PMWT0311telematics.indd 21WT0311telematics.indd 21 2/11/11 9:21:10 AM2/11/11 9:21:10 AM
22 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Telematics
■ ROADNET TELEMATICS HELPS FLEETS ‘SEE UNDER THE HOOD’
In 2010, UPS Logistics Technologies introduced Roadnet
Telematics, a solution that offers visibility into a fl eet’s health
and maintenance, risk management and safety, and productivity
and compliance/regulation. The Roadnet Telematics product
provides fl eet managers the ability to “look under the hood” of
fl eet vehicles and monitor how they are handled on the road.
This insight allows for the development of greater effi ciency
in operations and maintenance management, according to
Cyndi Brandt, VP of marketing, Roadnet Technologies, Inc.,
formerly UPS Logistics Technologies.
“With Roadnet Telematics, you no longer need to pull
your vehicles off the road for routine maintenance; you can
now wait for the vehicle to tell you when it will need repairs
and schedule the maintenance when it fi ts your schedule,”
said Brandt.
Roadnet Telematics provides users the ability to monitor
fl eet/driver safety, vehicle maintenance and operation,
regulation compliance, and vehicle effi ciency. The accelerometer
technology provides sensitive detection of such maneuvers as
harsh braking, rapid acceleration, and aggressive backing.
Replacing drivers is costly. Roadnet Telematics provides
fl eet managers with driver-specifi c information and the tools
needed to help drivers monitor and change their unsafe habits.
To gain the ability to pinpoint fl eet-specifi c
risks, the program provides the ability to
assess risk by driver, branch, region, etc.,
so remedies can be prioritized toward
the riskiest people and practices. With
comprehensive reporting, the solution provides the auditing
and reporting tools needed for accurate IFTA calculation and
to meet an increasing array of compliance obligations.
Access the big picture and monitor a full spectrum of risk
factors, including speed, harsh braking and rapid acceleration,
seat belt use, idle time, revving, stops per day, and after-hours
use. Manage idling and speed, which accelerate fuel consumption,
oil changes, and engine wear. In-cab idling alerts help drivers
minimize their idling, and exception notifi cations can alert
supervisors of excessive idling.
Optimize fueling by fi lling up only when needed to keep
vehicles productive and cash fl ow on track.
With Roadnet Telematics, fl eet managers can wait for a
vehicle to send out a distress call and schedule maintenance
accordingly. Additionally, using Roadnet Telematics in
conjunction with the strategic planning, daily routing, and
dispatch tools available within the Roadnet Transportation
Suite, businesses are able to gain effi ciencies and cost savings
with one complete solution.
Roadnet Telematics offers a solution for monitoring the
vehicle and the driver, according to Brandt. “The Roadnet
Transportation Suite has mastered the ability to provide optimal
routing and scheduling for your fl eet operations to ensure
effi cient deliveries and service calls.”
Looking ahead, Roadnet Telematics will
be GPS-integrated with its MobileCast
solution and will soon be integrated
with an hours-of-service solution.
c effi
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■ FREIGHTLINER GOES BEYOND FAULT CODES
Freightliner’s Virtual Technician is a remote diagnostic system
that determines the cause of a check-engine light and acts
as an event recorder to record everything that happened one
minute before and 15 seconds after the light turns on. “Virtual
Technician’s control module provides the communication link to
our Customer Assistance Center,” explained Keith Harrington,
product manager for Freightliner LLC.
“The module listens to our system, and as soon as an event
happens, the module picks up on it and auto-
matically transmits it to a processing server, and
then forwards it to our call center,” The prod-
uct has been in the works for about four years,
stemming from an outgrowth of the truck man-
ufacturer’s testing and validation process.
On most vehicles, a fault code can be read
off the instrument cluster with a special device,
but Harrington said the problem is only the
dealership can do that, so the engine light
remains a mystery to the customer. With Virtual
Technician, “when a condition occurs, the system
automatically downloads it and automatically
makes the call” rather than just passing on a fault
code, he explained.
“We know the location of the truck, altitude, speed, and
what other things were going on in the vehicle,” explained
Harrington. “The vehicle calls our data processing center,
which puts all the information together and sends it to our
customer service center at Detroit Diesel in Michigan. The
technicians look at the data and snapshot of the events and
say, ‘Here’s the issue right here, and this is the way to fi x it.’
We can actually tell them what’s wrong with
the truck, what service parts are required, and
what skill level of technician is needed. All that
before you even get to the dealership.”
The process takes six to 10 minutes, and
then an e-mail is sent to fl eet maintenance
for the copy to be dispatched. Then they
can determine what to do with the driver
and the load.
Virtual Technician is currently operating in
220 of Freightliner’s customer units, ranging
from fl eets using the system on more than 100
units to smaller fl eets. Meijer, a grocery chain,
currently has 65 equipped on its trucks.
W
th
w
b
th
fo
c
a
Virtual Technician provides a snapshot of data to help determine the cause of a check-engine light.
WT0311perc.indd 1 2/10/11 2:02:54 PMWT0311telematics.indd 22WT0311telematics.indd 22 2/11/11 9:21:11 AM2/11/11 9:21:11 AM
See what’s in store for propane autogas.
At the NTEA Work Truck Show, we’re showcasing new products and
technologies that are reshaping the industry. You also can learn the latest
on R&D, safety, and training — straight from the experts. Visit the Propane
Education & Research Council Booth 5085 or www.autogasusa.org/NTEA.
And discover how propane autogas is taking innovation to the limit.
©2011 Propane Education & Research Council
WT0311perc.indd 1 2/10/11 2:02:54 PMWT0311telematics.indd 23WT0311telematics.indd 23 2/11/11 9:21:14 AM2/11/11 9:21:14 AM
24 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Telematics
■ FORD OFFERS CREWCHIEF TELEMATICS SERVICE ■ ZONAR NARROWS DOWN DATA
Ford Motor Company offers the CrewChief telematics/fl eet man-
agement service, a comprehensive solution offering the benefi ts of
access to exclusive Ford vehicle data, factory installation, and protec-
tion of an OEM warranty (three years/36,000 miles for new vehicles).
Driver safety and corporate sustainability are part of every fl eet’s op-
erating objectives. With CrewChief, Ford helps fl eets achieve these ob-
jectives through seat belt status, tire pressure reporting, and accurate fuel
consumption/fuel economy data along with CO2 emissions reporting.
Ford’s 2011 F-150 and F-Series Super Duty trucks feature a more so-
phisticated oil change monitor called the “Oil Life Minder.” The Oil Life
Minder uses complex algorithms and inputs (including soot levels for
diesel vehicles) to assess oil life to provide a more accurate assessment
of oil life than a mileage-based calculation.
CrewChief now reports the values from Oil Life Minder on the Crew-
Chief dashboard so the fl eet manager can better manage the mainte-
nance needs of the fl eet. CrewChief will e-mail a notifi cation when the
oil life falls below a critical threshold established by fl eet maintenance
managers, e.g. below 5 percent.
CrewChief’s analysis page helps make cause-and-effect analysis easier.
Looking back over the past week, month, or quarter, the analysis page
helps identify causal factors of poor fl eet performance.
“In one instance, for example, we reviewed the driving history for
the prior month of a fl eet that had a vehicle incident,” said Bill Fryk-
man, product & business development, Connected Services and Ford
Work Solutions for Ford. “The vehicle involved in the incident had the
highest top speed, greatest amount of time over the speed threshold,
the most panic stops, and was the least likely to have the seatbelt en-
gaged. Aided by CrewChief, a little positive mentoring may have avoid-
ed an on-road incident. Thus, CrewChief’s analysis page can continue
to benefi t fl eets who use its fullest capacity.”
While Ford’s Crew-
Chief was launched on
the F-150, F-Series Super
Duty, and E-series, the
automaker has also ex-
panded the program to
the Transit Connect.
“CrewChief is in pilot
in customer fl eets using
the Ford Escape and the
Ford Fusion sedan. Plans
are to expand CrewChief
based on customer de-
mand. Many fl eets try to
look solely to reduced
fuel expenditures (driv-
en by reduced idle time,
etc.) to justify the investment in a telematics solution,” said Frykman. “In
actuality, the ROI gains are much broader. We see customers achieving
12- to 20-percent reductions in fuel costs. But that’s only touching the
tip of the iceberg in terms of the benefi ts of a managed telematics so-
lution. The benefi ts of a safer and better maintained fl eet will continue
to fl ow to the bottom line in the form of increased operating effi cien-
cy, decreased downtime, lower repair costs, etc.”
Zonar Systems provides electronic inspection,
tracking, diagnostics, and management
solutions for fl eet operations, servicing customers
with an “Inspect Regularly, Track Instantly, Know
Always” approach. The company originally
provided electronic inspection products and
services to the pupil transportation industry.
Today, Zonar serves several industries, providing
telematics solutions to a customer base that
operates more than 100,000 vehicles in several
vertical markets including trucking construction,
utilities, waste and recycling, municipalities, and
transit fl eets.
Designed to ensure inspections are completed
accurately and thoroughly to improve fl eet safety
and performance, Zonar’s Electronic Vehicle
Inspection Report (EVIR) system verifi es pre-
and post-trip inspections. EVIR complies with
all USDOT mandated pre-and post-trip vehicle
inspection regulations, as well as OSHA and
MSHA equipment inspection requirements. The
system helps identify defects faster and more
reliably, speed vehicle repairs, and reduce on-
road breakdowns, according to the company. Data
from the electronic inspections provides instant
reporting and alerting of noted defects.
Zonar’s V2J High-Defi nition GPS & Vehicle
Diagnostics System couples next-generation
GPS tracking and reporting with advanced
remote vehicle diagnostics to communicate
directly with a vehicle’s on-board computer.
The V2J telematics platform captures actual fuel
consumption information by reporting the total
fuel shot through engine injectors on a per trip,
per driver, and/or per vehicle basis. Additionally,
fuel consumption is captured and reported
geospatially. Automatic geospatial tracking of
fuel usage including off-road fuel consumption
is available to simplify fuel tax reporting and
fi ling. The system also differentiates unnecessary
vehicle idling from necessary idle time, such as
PTO hours.
This information is accessed through Ground
Traffi c Control, a Web-based fl eet management
portal available via any Web browser. Fleet
operators are given real-time visibility into their
operations from anywhere, at anytime, so they
always know the location, status, and health of
their equipment.
Zonar Intelligent Navigation and Guidance
(ZING), one of several modules available within
the Ground Traffi c Control fl eet management
portal, provides Web-based dispatch, route
management, navigation, and two-way messaging
C
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aFord Work Solutions is a technology-based product line of optional tools In-Dash Com-puter, Tool Link, Crew Chief and Cable Lock designed with feedback from people who are out on the job earning a living with their trucks.
WT0311telematics.indd 24WT0311telematics.indd 24 2/11/11 9:21:14 AM2/11/11 9:21:14 AM
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 25
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WT1110jotto.indd 1 9/23/10 10:47:49 AM
Ground Traffi c Control, Zonar’s fl eet management portal, provides fl eet managers real-time insight into the health and performance of their entire fl eet operation. Engine diagnostics is one of the many reporting features included.
used by drivers and dispatchers. ZING
enables the timely dispatch of equipment
to a specifi c location.
ZAlert, launched in December 2010,
offers customers the ability to select
fl eet data most important to their
operation, set acceptable operating
parameters around that data, and
be notifi ed automatically when an
asset is operating outside established
parameters. “Simply stated, ZAlert
automatically sends the right information
to the right people at the right time
— allowing customers to spend more
time managing their operation and less
time reading reports and looking for
exceptions,” said Chris Oliver, VP of
marketing, Zonar.
Initial training and continued education,
training, and support are provided for
all products. Many are customer-driven
solutions. “We frequently receive
requests and ideas for new solutions.
Many telematics technologies today have
the capability to capture a very large set
of data around fl eet vehicle operations
— the challenge is transforming this
tsunami of data into a palatable set of
information that improves the fl eet
operation,” said Oliver.
Oliver said the most frequent request
from fl eet managers is to provide only
the information they need and want “in a
way that’s easiest for them to receive and
digest. Subsequently, we have released
ZAlert, which enables customers to
establish the parameters within which
they want their fl eet to operate and
the channel through which they wish
to be notifi ed if these parameters are
breached.” WT
WT0311telematics.indd 25WT0311telematics.indd 25 2/11/11 9:21:18 AM2/11/11 9:21:18 AM
ISUZU NPR ECO-MAXTRUCKS RETURN FROM NATIONWIDE TOUR
For more than two months, the Isuzu NPR ECO-MAX toured the country educating dealers and service and parts personnel.
26 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
The fi rst low-cab forward
medium-duty trucks in
the U.S. market to meet
stringent new 2010 emissions
regulations returned Nov. 17, 2010 from
their nationwide introductory tour.
Isuzu Commercial Truck of America,
Inc., (ICTA) originally announced the
ECO-Advantage Tour — a coast-to-
coast showcase for the fuel-sipping,
emissions-reducing technology found
on the 2011 Isuzu NPR ECO-MAX —
when the trucks departed Santa Ana,
Calif., Sept. 7, 2010.
POWERED BY PROVEN
TECHNOLOGY
Two upfi tted versions of the Isuzu NPR
ECO-MAX visited more than 200 Isuzu
truck dealers during the tour. The light-
weight ECO-MAX Tool Pro was upfi t-
ted with a recyclable aluminum utili-
ty body engineered by The Reading
Group, LLC. The streamlined ECO-
MAX Aero Body featured an aerody-
namic van body designed by Supreme
Corporation.
Both ECO-MAX trucks are pow-
ered by Isuzu’s clean, effi cient, and
powerful 3.0L dual overhead cam-
shaft (DOHC) turbocharged diesel en-
gine, engineered to achieve 20-percent
better fuel economy than the engine it
replaces. This engine meets the strict
EPA 2010 and CARB HD-OBD emis-
sion standards.
Real-world fuel mileage from the
tour resulted in the Isuzu NPR ECO-
MAX Tool Pro truck achieving 15-
21 mpg. The Isuzu NPR ECO-MAX
Aero Body truck achieved 15-23 mpg.
Each vehicle used less than 10 gallons
of diesel exhaust fl uid (DEF). DEF is
the diesel engine fuel additive used in
all 2010 and later EPA-compliant die-
sel engines.
WORKING WITH CUSTOMERS
At each stop on the ECO-Advantage
Tour, representatives of ICTA deliv-
ered product presentations and con-
ducted training for local dealership
sales, service, and parts personnel.
Representatives of Reading and Su-
preme were also available to answer
questions at select locations. Stat-
ic displays with additional product
information supported the live pre-
sentations.
“Whether you’re a fl eet manager, a
small business owner, or just an inter-
ested member of the public, we want-
ed everyone with an interest in environ-
mentally friendly truck design to see
the state of the art in the industry and
to experience the fuel economy these
vehicles provide,” said Shaun Skin-
ner, executive vice president and gen-
eral manager of ICTA.
Photos and videos from the tour
were uploaded regularly as the tour
progressed. This information, as well
as information about the complete line
of 2011 Isuzu N-Series Trucks, can be
found on ICTA’s website at www.isu
zucv.com. WT
At each stop on the ECO-Advantage Tour, representatives of Isuzu Commercial Truck of America delivered product presenta-tions and conducted training for local deal-ership sales, service, and parts personnel.
“Whether you’re a fl eet manager, a small business owner, or just an interest-ed member of the public, we wanted ev-eryone with an interest in environmental-ly friendly truck design to see the state of the art in the industry and to experience the fuel economy these vehicles provide,” said Shaun Skinner, executive vice presi-dent and general manager of Isuzu Com-mercial Truck of America.
k
“Wsssssssmed
ntage T Two upfi tted versions of the Isuzu NPR ECO-MAX visit-ed more than 200 Isuzu truck dealers between Sept. 7 and Nov. 17.
WT0311isuzu.indd 26WT0311isuzu.indd 26 2/11/11 9:20:19 AM2/11/11 9:20:19 AM
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HOW TO SPEC
FOR LIGHT- & MEDIUM-DUTY TRUCKS
DUMP BODIES
If a fl eet doesn’t properly equip a chassis or dump body to handle a load, cost savings will vanish due to premature maintenance issues and greater risks
to employee safety. By Sean Lyden
28 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Whether hauling loose
granular materi-
als, such as topsoil
or sand, or large
chunks of construction debris, dump
body trucks equip a crew to unload
cargo quickly, with little effort, and
move on to the next job.
The dump functionality eliminates
the need to manually unload the truck,
reducing labor time (and costs), which
preserves more profi t for each job.
With a simple push of a button, the
dump body tilts either toward the rear
or side of the truck, leveraging grav-
ity (instead of manual labor) to pour
the payload directly into a dumpster
or on the ground.
However, despite all the promise
of increased productivity, if either
Factors to consider when spec’ing a dump body for light- and medium-duty trucks include:
■ Purpose.
■ Maximum load weight.
■ Size.
■ Material.
■ Electric or PTO hoist.
■ Single or multi-directional hoist.
AT A GLANCE
A contractor’s dump is similar to a standard fl atbed with short
(12- to 24-inch) solid sides that fold down to create unfettered
access to load the body.
PHO
TO: T
RUC
KBE
DS.
CO
M
WT0311dump.indd 28WT0311dump.indd 28 2/11/11 2:35:50 PM2/11/11 2:35:50 PM
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D188780_PG_R02.indd 1 4/7/10 2:19 PM
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the chassis or dump body is not prop-
erly equipped to handle the load, cost
savings will vanish due to premature
maintenance issues and greater risks
to employee safety. Considering that
light- and medium-duty dump trucks
(up to Class 7) cost as much as $40,000-
$70,000 per unit to purchase (depend-
ing on dump body type, material, and
capabilities), the stakes are high for fl eet
managers to get the spec right.
So, how should a dump body be
spec’d to tackle the job? Here are sev-
en questions to guide the process.
1 HOW EXACTLY WILL
THE TRUCK BE USED?
Will the fl eet use the dump body truck
for a specifi c purpose, such as hauling
asphalt? Or does it need a more fl exi-
ble dump that serves multiple purpos-
es? The answers to these questions will
help determine what type of dump best
fi ts the application.
Here are four common dump body
types built for Class 3-7 trucks:
■ Flatbed/platform dumps are pri-
marily fl atbed bodies that provide
the option for use as a dump body
when needed. For applications that
use the dump function on occasion,
the fl atbed dump is a low-cost op-
tion that offers fl exibility.
■ Conventional dumps are built
with solid stationary sides, welded
to the body, and primarily used to
haul and dump loose granular mate-
rials such as dirt, sand, gravel, etc.
■ Contractor dumps are similar
to fl atbeds with short (12-24 inch)
solid sides that fold down to create
unfettered access to load the body.
The sides come with a groove that
allows users to add a board to make
the sides a few inches higher when
an application requires extra height.
The fl eet can use a contractor dump
to haul a broad range of materials,
such as loose dirt and sand, or large
chunks of concrete debris.
■ Landscape dumps can be con-
fi gured in several different ways.
Some landscape dumps have solid
sides up to 12-24 inches, with metal
30 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Dump Bodies
mesh adding several inches in height.
This “hybrid” solid-mesh side con-
fi guration enables hauling loose ma-
terials (such as topsoil and mulch)
at the bottom of the body and larger
branches and brush above that. Op-
tions for swing-open rear and side
gates are also available.
2 HOW MUCH WEIGHT IS
THE MAXIMUM LOAD?
This answer determines what size truck
chassis is needed for the job. (Refer to
sidebar, “How Much Does the Payload
Weigh?” to help estimate payload re-
quirements.)
For example, to haul fi ve cubic yards
of sand, weighing 2,700 lbs. per cubic
yard, the total payload inside the body is
13,500 lbs. This would require at least
a Class 6-7 truck chassis, depending on
the weight of the body and other equip-
ment installed on the truck.
That’s assuming the sand is dry.
If it is wet, it can weigh as much as
3,300 lbs. per cubic yard. Therefore,
the same amount of sand (fi ve cubic
yards) that’s wet at 3,300 lbs. per cubic
yard would raise the payload require-
ment to 16,500 lbs. That’s a 3,200-lb.
difference from dry sand, which may
require a bigger truck.
Once the maximum payload is esti-
mated, factor a buffer into the calcula-
tions to cover any surprises. Then select
a chassis that will handle the load.
3 WHAT SIZE DUMP
BODY?
When evaluating contractor, landscape,
or fl atbed dumps, think in terms of
length, width, and height of sides (if
applicable). For example, the spec may
be a 12-ft. fl atbed dump, 96 inches wide
with 24-inch stake rack sides.
Since conventional dumps are man-
ufactured with the sides, tailgate, and
fl oor fused together to form a single
unit, their capacities are spec’d, not in
length, height or width, but in terms of
cubic yards. A conventional dump body,
for example, may be referred to as a “2-
yard dump” or “5-yard dump.”
4 STEEL, STAINLESS
STEEL, OR ALUMINUM
DUMP BODY?
Factors that drive this decision are cost,
corrosion resistance, and weight. Steel
is usually the lower cost material and
is well-suited for daily heavy-duty us-
age. For corrosion resistance, the advan-
tage goes to stainless steel and alumi-
num. In terms of weight, aluminum is
This “hybrid” solid-mesh side con-fi guration enables hauling loose ma-terials (such as topsoil and mulch) at the bottom of the body and larger branches and brush above that.
The advantage to the multi-direc-tional hoist is that it enables use of the dump function without having to unhook and re-hook a trailer, which saves signifi cant time and hassle.
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32 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Dump Bodies
users to turn off the engine when oper-
ating the dump, offering fuel economy
and environmental benefi ts.
For heavier-duty applications, which
require a bigger Class 6-7 truck chas-
sis, the power-takeoff (PTO) hoist is
more common. Since the PTO hoist
is driven by the truck engine, it gains
greater power and durability in han-
dling heavy loads. The downside, how-
ever, is that the driver must keep the
engine running to operate the dump
body, which eats into the unit’s fuel
economy.
Consult the body company on which
hoist best matches the desired load and
dump usage requirements.
6 SINGLE OR MULTI-
DIRECTIONAL HOIST?
Most dumps use a single direction
hoist that lifts the top end of the body
to dump toward the rear. However,
some body companies offer a multi-
directional hoist that offers the option
to dump toward both the rear and the
side. This side dump capability en-
ables use of the dump function with-
out having to unhook and re-hook a
trailer, which saves signifi cant time
and hassle.
either by the truck battery (electric
hoist) or the engine (PTO hoist) to lift
the dump body off the truck frame.
Which type of hoist works best for an
application?
For lighter duty (Class 3-5 truck) ap-
plications or for occasional use, most
body manufacturers recommend an
electric hoist. Since the electric hoist is
powered by the truck battery, it allows
the lightest of the three materials, en-
hancing fuel economy and payload ca-
pacity, but is usually not recommend-
ed for harsh, heavy-duty use.
5 ELECTRIC OR PTO
HOIST?
Positioned between the rear axle and
back of the cab, the hoist is powered
HOW MUCH DOES THE
PAYLOAD WEIGH?
Here are weights for common ma-
terials hauled in dump bodies:
■ Crushed stone: 2,500 lbs. per
cubic yard.
■ Gravel: 2,700 lbs. per cubic yard.
■ Sand (dry): 2,700 lbs. per
cubic yard.
■ Soil: 2,500 lbs per cubic yard.
For more material weights, go
to www.age.psu.edu/extension/
factsheets/h/H20.pdf.
SOURCE: PENN STATE UNIVERSITY- DEPARTMENT OF AGRICULTURAL AND BIOLOGICAL ENGINEERING.
PHOTO: ©ISTOCKPHOTO.COM/MIKECHERIM
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7WHAT ADDITIONAL
OPTIONS WILL OPTIMIZE
A DUMP BODY’S PERFOR-
MANCE?
Consider the following four options
and ask the body manufacturer for
a listing of options specifi c to their
offerings.
■ Cab shield. Stretches over the
top of the cab from the front bulk-
head of the dump body, protecting
the cab from damage. Cab shields
come in a variety of sizes to cov-
er one-fourth to half or even more
of the cab.
■ Tarp. Used to keep loose ma-
terial (such as gravel and crushed
rock) from fl ying out of the bed
and onto the highway, causing
damage to other vehicles. Tarps
can be manual or electric. What
drives decision is cost and con-
venience. If the budget requires a
lower priced option, go with man-
ual. For greater convenience and
effi ciency, spec electric.
■ Underbody toolboxes. Con-
nected to the frame under the
dump body, these toolboxes se-
cure equipment and tools from the
elements or theft, without taking
up extra cargo space on the body.
Underbody toolboxes come in va-
riety of dimensions and a choice
of steel or aluminum. The differ-
ences between the two are price
and weight. Steel toolboxes cost
less while the aluminum boxes
weigh less and offer better pro-
tection against corrosion.
■ Application-specifi c options. In the landscape industry, for ex-
ample, some body companies of-
fer the option of a removable dove-
tail that connects to the rear of
the dump body. This way, a land-
scape crew can lower the ramp on
the dovetail and drive their mow-
ers and other equipment onto the
dump platform. Then when the
crew needs the dump function to
unload brush and other lawn de-
bris, they can detach and roll away
the dovetail. This saves the land-
scape company from purchasing
two trucks — one to transport
equipment and another to dump
debris — when one truck can per-
form both functions. WT
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 33
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WT0311dump.indd 33WT0311dump.indd 33 2/11/11 2:35:56 PM2/11/11 2:35:56 PM
WHAT
STAPLES Mike Payette, manager of fl eet equipment for the offi ce supply company, discusses his
experience with all-electric trucks and factors fl eet managers should consider when including such vehicles in fl eet. By Sean Lyden
34 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Last November, offi ce supply gi-
ant Staples, Inc., of Framing-
ham, Mass., added 41 new all-
electric Class 6 Smith Newton
delivery trucks to its fl eet of 2,000
vehicles in North America.
The purchase is part of Sta-
ples’ ongoing fuel-effi ciency ini-
tiative, started in 2006, to achieve
a 40-percent improvement in
fl eet fuel economy by 2015 and
signifi cantly reduce its carbon
footprint.
Manufactured by Smith Electric Ve-
hicles, based in Kansas City, Mo., the
Newton all-electric medium-duty chas-
sis offers a range up to 100 miles, top
speed of 50 mph, and a payload
capacity up to 16,000 lbs., ideal
for short-range urban delivery
applications that demand heavy
stop-and-go driving.
In what instances do medium-
duty electric trucks make fi nan-
cial sense for fl eets? What are
realistic fuel savings expecta-
tions? How long should it take to recoup
the higher initial cost? What impact do
electric trucks make on day-to-day fl eet
operations, including driver training
and maintenance schedules?
Work Truck magazine spoke with
Mike Payette, manager of fl eet equip-
ment at Staples, who spearheaded the
company’s electric truck initiative, to
get his real-world perspective on these
questions and more.
WT: WHEN DO MEDIUM-DUTY
ELECTRIC TRUCKS MAKE SENSE
FOR A FLEET? WHAT’S THE
IDEAL APPLICATION?
PAYETTE: What’s not a good fi t is if you
have to take the truck out on the freeway
and drive 20 miles at 55 mph. That will
drain your battery too quickly.
The ideal setup is to be able to pull
out of a terminal and make the fi rst de-
livery within a mile of where the vehi-
cle left. We have several of those situ-
ations at Staples.
In Los Angeles, for example, 180
of our routes operate between 35-70
miles per day. That’s why electric ve-
hicles are perfect for the L.A. mar-
ket, as well as many other inner city
metropolitan-type markets.
The shorter routes are actually more
harmful for the diesels. We found that
with some of our diesels in the L.A.
market, we’ll pull a download off the
Differences in managing a fl eet of all-electric medium-duty work trucks include:
■ Decreased operating expenses in shorter driving routes and reduced fueling expenses.
■ Changes in vehicle operations.
■ Adjustments in lease structures versus diesel trucks.
AT A GLANCE
PAYETTE
EXPECTS FROM ALL-ELECTRIC MEDIUM-DUTY WORK TRUCKS
Manufactured by Smith Electric Vehicles, the Newton all-electric medium-duty chassis offers a range up to 100 miles, top speed of 50 mph, and a payload capac-ity up to 16,000 lb., ideal for short-range urban de-livery applications.
WT0311staples.indd 34WT0311staples.indd 34 2/11/11 2:06:14 PM2/11/11 2:06:14 PM
engine control module (ECM) and fi nd the ECM called
for a regeneration of the diesel particulate fi lter (DPF) 119
times, but was only able to complete the re-gen three times
because the vehicle was not running long enough for the
20 minutes required to clean that fi lter out.
If we’re making 50-60 deliveries per day, the truck is
running about eight minutes between stops. The driver
must pull the truck over to the side of the road, put it in
park, hit the exhaust re-gen button, and let it go through a
20-minute re-gen.
By pulling those diesels out of the short-mileage routes
and incorporating electric trucks, you’re helping the die-
sel vehicles run cleaner and putting the electric in its opti-
mal operating environment.
WT: WHAT IS THE UPGRADE COST GOING TO
THE ALL-ELECTRIC VERSUS DIESEL POWER?
PAYETTE: When you factor available federal and state funds,
the cost of these electric trucks is roughly two times the
cost of a conventional-powered diesel truck.
WT: HOW LONG DO YOU ANTICIPATE IT WILL
TAKE FOR YOU TO RECOUP THAT INVESTMENT?
PAYETTE: Understand that over the life of the vehicle, the
equation in place today will change. Fuel prices will change;
the electric rate I’m paying is likely to change. However, if
you use today’s numbers, here’s what you’re looking at:
If you’re going to run a diesel truck on a 100-mile route
at 10 miles per gallon, that’s roughly $35 in diesel fuel to
cover the route. In California, by charging electric trucks
during off-peak hours, we’re paying $9 in electricity to run
the same 100-mile route. So that’s about $8,900 per year
for fuel and $2,300 in electricity.
Since we plan to keep these units in service at least 10
years, the overall differential is $66,000 per truck — if fuel
remained $3.50 per gallon or $0.10-$0.12 per kilowatt hour.
That alone offsets the incremental cost of the electric vehi-
cle over 10 years without even talking maintenance.
WT: WHAT’S DIFFERENT WITH MAINTENANCE?
PAYETTE: On an equivalent 100 mile-per-day diesel vehi-
cle, we spend roughly $900 per year in preventive mainte-
nance — oil changes, fi lter changes, anti-freeze adds, and
eventually transmission oil changes. With the electric ve-
hicles, we take that down to $250 per year.
The electric trucks are only equipped with four grease
fi ttings and no engine or transmission oil. The truck must
still be taken to look at brake lines and other wear compo-
nents that may be cracked. Overall, there is virtually noth-
ing that goes wrong with these things.
You’re running air disc brakes that, with regenerative
braking (a system that leverages the motor to slow the truck
when you take your foot off the accelerator, reducing wear
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 35
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WT0311staples.indd 35WT0311staples.indd 35 2/11/11 2:06:17 PM2/11/11 2:06:17 PM
36 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
All-Electric Trucks
on the brakes, while also restoring
charge to the battery), gives us two to
four times the brake life over a conven-
tional set of hydraulic brakes.
The electric motors are expected to
last about 20 years. By the fi fth year,
you get into what’s called a “battery-
refresh” program. The truck is removed
from service and the large battery pods
are pulled off each side. They’re opened
up and disassembled. There are indi-
vidual battery cells inside each pod,
which are put through a complete re-
generative process, one at a time. Any
bad [cells] are removed, new ones are
put in, and the battery pack is reassem-
bled. They’re good to go for another
fi ve years after that.
The estimated cost for this fi ve years
from now is between $4,000-$5,000.
That’s strictly an estimate, which as-
sumes you need to replace at least 10
percent of the batteries on board.
WT: WHAT IS THE IMPACT
ON YOUR DRIVERS? WHAT
ADJUSTMENTS DO THEY NEED
TO MAKE?
PAYETTE: You can’t just grab some-
body and say, “OK, push this button,
do this, and drive this pretty much
like a diesel.” There’s a sophisticat-
ed driving program we put the driv-
ers through, which focuses primarily
on battery conservation.
When drivers leave in the morning,
they’re leaving when the truck is at its
heaviest, which is when they are going
to use the most power. However, it is
also when drivers get the greatest re-
generation capacity by lifting their foot
off the accelerator, which pushes more
“juice” back into the battery.
These trucks are also wired with
full telemetry, and part of the program
where we get money from [the federal
government] is to report to the govern-
ment on the performance of these ve-
hicles, with data automatically down-
loaded from the truck itself.
This helps us see how effective our
driver training has been, in terms of
power conservation — how they’re op-
erating the trucks, how hard they’re
depressing the accelerator pedal, and
TRUCK SPECS
SMITH NEWTON CLASS-6
ALL-ELECTRIC TRUCK● Top Speed: 50 mph.
● Range: Up to 100 miles.
● Payload: Up to 16,280 lbs.
● Motor: 120 kW induction motor.
● Battery: Lithium-ion iron
phosphate.
● Full Battery Recharge: 6-8 hours.
● Deck Lengths: 15-19.5 feet.
● Cab: All-steel two-door with
hydraulic tilt.
● Interior: Driver seat, dual
passenger seat, Sony stereo CD.
● Tires: 215/75R 17.5 inch.
● Warranty: 36-month bumper-to-
bumper; 60-month drivetrain.
SOURCE: SMITH ELECTRIC VEHICLES
how hard they’re coming down on the
brakes. How much coasting time do
they have? We encourage them, if driv-
ing down a long hill on the way to the
fi rst stop, to take their foot off the ac-
celerator and let the truck “juice up,”
or put juice back into the battery.
It’s educating drivers on how the
system works and how they can get
optimal performance out of it. We’ll
adapt our driver program as we learn
from these 41 trucks.
WT: WHAT ARE THE MAIN
DIFFERENCES WITH OPERAT-
ING ELECTRIC TRUCKS?
PAYETTE: There are several different
factors you must take into consider-
ation, not the least of which is the fact
these trucks make virtually no noise
except from rolling resistance from the
tires on the road or gravel. If the win-
dows are down, you may hear the tires,
but that’s about it for noise. So driv-
ers must be very aware of pedestrians
on the sidewalk. If they don’t hear the
vehicle, the driver must be aware they
could step out in front of it.
The controls to operate the vehi-
cles are very simple. The driver en-
ters the vehicle and turns the key to
the “on” position, which wakes up
the 24v control module on these elec-
tric trucks. The driver then bumps the
key against the starter as if it were a
gasoline or diesel engine, which acti-
vates the traction motor system. That
sends the signal that says, “OK, we’re
ready to go.”
There’s a small handle not much
larger than a pen, with a mushroom-
shape button on the top. The driver
simply slides that from a neutral po-
sition to forward or reverse and takes
off. There’s no gear shifting.
A small screen, mounted just above
the driver’s visor, shows the state of
charge, how many amps it’s drawing,
and the range the driver should attempt
to stay in. There’s also a convention-
al fuel gauge on the dashboard tied to
the state-of-charge gauge. If the state-
of-charge gauge shows 50 percent,
the “fuel gauge” will show halfway,
much like the gauge in a convention-
al truck.
WT: HOW DO THE ELECTRIC
TRUCKS IMPACT YOUR JOB AS
FLEET MANAGER?
PAYETTE A few things: First, there’s
no real history really in the U.S. to
help make qualifi ed decisions on all-
electric trucks. I’ve had to work real
hard to bring all the key parties togeth-
er. I organized meetings with Penske’s
maintenance team, Smith Electric,
and Morgan [Corporation]. We had
two days of meetings to explain how
these trucks operate and what would
be required of Penske and Morgan in
designing the body.
My role as a fl eet manager has been
to bring these parties together, educate
them all, and enforce the education to
make sure everybody is on the same
page. It’s been a learning curve for all
of us. I try to do as much thinking for
everyone as possible to see what we are
willing to be exposed to in terms of risk.
All of us are taking some risks.
The second thing is managing the im-
pact on vehicle lifecycles and how our
leases are structured for diesel trucks.
If a fl eet manager is used to operating
a fl eet with 100-percent diesel vehicles
WT0311staples.indd 36WT0311staples.indd 36 2/11/11 2:06:21 PM2/11/11 2:06:21 PM
and, for example, has 2,000 diesel ve-
hicles in service, some of those trucks
run 5,000 miles per year while others
run 50,000 miles per year.
When you try to standardize a fl eet
to seven years and 230,000 miles, you
can move vehicles around from route to
route. After two years, you can pull a
diesel off a 100,000-mile route and put
it on a route that will run only 10,000
or 20,000 miles during the next few
years so you can equalize your mile-
age. You’ve kept your cost of operation
down and cost per mile right within the
tolerances you expected. And you can
make a good business plan for that.
However, when you suddenly start
to pull low-mileage options out to
place a high-mileage diesel and re-
place the low-mileage diesel with an
electric vehicle, now you’re changing
how you arrange leasing parameters
for the diesel.
In other words, by bringing in the
electrics for the short routes, you no
longer have a 10,000-mile route to move
that 50,000-mile diesel truck down
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 37
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to. You’re going to achieve 230,000
miles out of that truck, but you may
hit that 230,000 now in fi ve years in-
stead of seven.
So you have to start reorganizing
your lease structure. If you’re paying
$700 per month on the lease, expect-
ing it to go seven years, you may have
to pay $850 to as much as $900 per
month because the truck is only go-
ing fi ve years. The vehicle should be
worth a little more because it is two
years newer, but it still has high miles
on it, which impacts the residual.
WT: FROM YOUR PERSPECTIVE,
WHAT WILL IT TAKE FOR WID-
ER SPREAD ADOPTION OF ALL-
ELECTRIC TRUCKS?
PAYETTE: Over time, as the cost of
these electric vehicles begins to drop,
the expectation is that at some point,
federal [government] incentives will
go away and these vehicles have to
stand on their own merits. We all un-
derstand that to get there, the busi-
ness case has to be made to increase
production, including reduced vehicle
costs, lower maintenance costs, and
improved range.
It’s all about battery capacity and
weight and how that impacts your pay-
load. And over the last 10 years or so,
we’ve started to get our hands around
those things. WT
“Over time, as the cost of electric vehicles drop, the expectation is that
at some point, federal [government] incentives will go away and these vehicles will have to stand on their
own merits.” Mike Payette, manager of fl eet equipment.
WT0311staples.indd 37WT0311staples.indd 37 2/11/11 2:06:21 PM2/11/11 2:06:21 PM
DECALSCONVEY PROFESSIONALISM
Decal manufacturers can pro-vide customizable options for updating the look of current fl eet vehicles. One benefi t of decals is the ease in which they can be affi xed.
38 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Every company operating a fl eet
wants its vehicles to convey a
professional image to its cus-
tomers. By utilizing a well-
designed decal program, fl eet managers
can save by including decal manufac-
turers as part of their supply chain.
Decal manufacturers, such as Cleveland-
based Sun Art Decals, Inc., can provide
this service.
Quality decal markings can be
used on vehicles for corporate logos,
lettering, numbering, and graphics.
DECAL MANUFACTURER
WORKS WITH FLEET
Exterior decals are easily applied to ve-
hicles using self-adhesive materials that
have the durability to last the service life
of a vehicle. By using a well-equipped
decal manufacturer as a source for vehi-
cle graphics, companies can avoid main-
taining an inventory of fl eet markings.
Most fl eet maintenance departments have
personnel able to provide the installation.
In the past, decal manufacturers
were reluctant to service small fl eet
accounts because of their small pro-
duction needs. New production capa-
bilities enable manufacturers to pro-
duce custom decal products on an
as- needed basis for large and small
fl eet operators. The development of
computer- aided design and manufac-
turing (CAD/CAM) and digital output
systems have made this possible.
The advantage of these computer-
based systems is that once an image
is saved, it can be edited on a comput-
er screen to provide a customized de-
cal in almost any dimension and color.
Providing customers with any size, col-
or, or quantity they need is no longer a
production problem.
“If a fl eet needs one decal six inches in
diameter and another 30 inches in diam-
eter, they can have it,” said Jim Soppelsa,
president of Sun Art. “The new system
is also ideal for situations where only
one panel of a vehicle is damaged. A
customer can call Sun Art and order the
one replacement decal if necessary. As a
result, vehicle downtime is minimized.”
In a 9,000-sq. ft. facility with more
than $200,000 in equipment operated by
skilled employees, Sun Art Decals can
maintain quality control and consistent-
ly fulfi ll tight delivery deadlines.
“Our production capabilities enable
the production of simple, one-color
lettering or complex full-color decals
cut into elaborate shapes,” said Sop-
pelsa. “Through the use of digital sys-
tems, decal markings can be produced
quickly, typically within 24 hours. For
example, a long lead time for Sun Art
is one week.”
DECALS PROVIDE BENEFITS
One advantage to using decals is they
do not require any special skills to af-
fi x to a vehicle’s exterior.
“In fact, factory decaling on new mod-
els has become so prevalent that most
mechanics are already experienced in
decal work,” noted Soppelsa.
Unlike paint, decals do not notice-
ably fade. If there is a fading factor, it
will take place over a long period of
time, but it will be consistent. Another
advantage to using decals, even tem-
porary markings, is that they can be
removed.
“Decals can be removed using heat
and solvents,” explained Soppelsa.
“This eliminates the need to repaint
the entire vehicle prior to selling it from
the fl eet.”
Fleet professionals can mail, fax, or
e-mail an image for a price quote. The
sent image can often be used for pro-
duction purposes. WT
Decals, such as those shown above on the doors of work trucks, provide a professional image. Unlike paint, decals do not noticeably fade.
WT0311sunart.indd 38WT0311sunart.indd 38 2/9/11 6:42:06 AM2/9/11 6:42:06 AM
WT0311sunart.indd 39WT0311sunart.indd 39 2/9/11 6:42:10 AM2/9/11 6:42:10 AM
WT0710amerifleet.indd 1 6/15/10 9:29:02 AM
SPRINKLESDELIVERS HIGH-END CUPCAKES WITH MERCEDES SPRINTER
The owners of Sprinkles Cupcakes designed and upfi tted their eye-catching “Sprinkles-mobile” to refl ect the image of the gourmet cupcake chain. By Thi Dao
40 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
Afew years ago, the
gourmet food truck trend
hit Los Angeles, and res-
taurants, bakeries, and en-
trepreneurs began selling an array of
mobile food options that far surpassed
the offerings of traditional taco trucks.
Among the early adopters, Charles and
Candace Nelson, founders of the high-
end cupcake bakery chain Sprinkles
Cupcakes, purchased and customized
a 2007 Sprinter van that not only had
the feel of their unique bakery, but al-
lowed them to portray an exterior fi t for
their gourmet treats.
According to Charles Nelson, the
bakery was using plain trucks for de-
livery and mobile sales at television and
movie studios in the Los Angeles area.
“We said, wouldn’t it be great if we had
something that both felt like Sprinkles,
but you pulled in, opened it up, and you
were ready to go?” Nelson said.
The Nelsons purchased the Dodge-
branded Sprinter and almost imme-
diately converted to Mercedes badg-
ing. They chose the Sprinter because
the van met their bakery’s needs. Nel-
son cited interior standing room (up to
76.4 inches), large cargo capacity (up
to 547 cu. ft.), high fuel effi ciency (av-
eraging 22 mpg), clean diesel engine
(3.0L BlueTEC V-6 diesel with diesel
exhaust fl uid [DEF] system), and low
maintenance costs in comparison to
the bakery’s other vans.
Working with Sprinkles store archi-
tect and designer Andrea Lenardin, and
the California-based luxury automo-
tive restyling center West Coast Cus-
toms, they transformed the Sprinter
into the “Sprinklesmobile.” The choc-
olate-brown bakery-on-wheels rolled
out in January 2008, with a capacity
of 1,500 cupcakes that can be loaded
in trays in the back and retrieved from
the front. The van features angled trays
that are set up exactly as they are in the
store, wheels designed with the signa-
ture “modern dots” that top their cup-
cakes, and a brown awning that pre-
vents cupcakes from melting on sunny
days, Nelson explained.
According to Nelson, the vehicle in-
vestment was well worth it. “It’s gotten
a lot of notoriety in every market we’ve
been in,” he said. “We’ve realized [the re-
turn on investment] probably in the fi rst
year, just in the marketing value.”
Nelson said the bakery took delivery
of its second Mercedes-Benz Sprint-
er van in November 2010, and he and
his wife are working on converting
the bakery’s four other vans for use in
their nationwide chain this year. The
other vans will have the same design
but will be customized for their specifi c
applications. He estimated the vans run
20,000-25,000 miles annually.
The expanding popularity of food
trucks can be seen with a show on the
Food Network, and more businesses
have started up with services that range
from pet grooming to mobile optical
practices. As for Sprinkles, the Nel-
sons are happy with their choice of the
Mercedes-Benz Sprinter, which allows
them to expand their branding and re-
fl ect the bakery’s high-end image. “We
wanted to be the Louis Vuitton of cup-
cakes,” Nelson said. “The Mercedes
brand was important to us.” WT
The Sprinklesmobile has allowed Sprinkles to become a mobile cupcake bakery. Employees park the Sprinter (loaded with 1,500 cupcakes) at various locations in Southern California and “tweet” its location on Twitter. Candace and Charles Nelson found-
ed Sprinkles Cupcakes in 2005 in Beverly Hills, Calif. The chain now boasts nine locations, with another opening in New York in April.
WT0311sprinkles.indd 40WT0311sprinkles.indd 40 2/11/11 2:08:53 PM2/11/11 2:08:53 PM
KEY FEATURES• Coordination of vehicle
upfi tting and delivery process
• Single point of contact throughout
up-fi tting and delivery process
• Door-to-door delivery of vehicles
• Pre- and post-inspection when needed
• Title, license, and registration prior to delivery
• Service to all 50 states, Puerto Rico, and Canada
• $6 million in primary insurance coverage
CLIENT BENEFITS• Reduced delivery times
• Quicker vehicle utilization
• Increased worker productivity
• Improved driver
satisfaction and morale
• Increased revenue
• Improved regulatory
compliance
Our Name Says It All
CWhen it comes to work truck logistics providers,
WorkTruck Transport has years of experience as part
of AmeriFleet Transportation. We are THE truck
specialists. Our Turn Key Ready Delivery program
increases revenue and improves delivery times. We
manage the entire process — from ordering vehicles,
to upfi tters through delivery. We can even pick up your
used vehicles and take them directly to auction or a
remarketing center for immediate disposal. With our
many years of experience, you can be assured that
your work trucks will be back on the road quickly.
1360 Union Hill Rd., Bldg. 2 • Alpharetta, GA 30004800.728.9235 Ext 660
www.worktrucktransport.com
AN AMERIFLEET COMPANY
WT0710amerifleet.indd 1 6/15/10 9:29:02 AMWT0311sprinkles.indd 41WT0311sprinkles.indd 41 2/11/11 2:09:03 PM2/11/11 2:09:03 PM
➠ ➠P R O D U C T H I G H L I G H T S :
TRUCK CAPS & CAPSULES
A.R.E.’s Deluxe Commercial Unit (DCU) truck cap
is available for the 2011 Ford Super Duty and is custom
made to fi t the size and shape of the new Ford’s Regular,
Extended, and Quad Cab designs, as well as both long and
short beds.
Specially built to withstand the rigors of any work sit-
uation, the A.R.E. DCU has a rugged, fully welded alu-
minum frame construction. A.R.E. offers more than 100
options to provide professionals the power to create a
customizable solution for their work trucks, according to
the manufacturer.
Truck fl eet managers can choose from a variety of door
and window confi gurations, toolboxes, ladder racks, inte-
rior fabric liners, side panels, and cap heights from 23-36
inches. In addition, A.R.E. provides organizational solutions,
such as a full selection of plastic storage bins to hold small
parts, tools, and extension cords in the side compartments
of the DCU.
A.R.E. truck caps come with a three-year warranty on
materials and workmanship. All DCUs feature Strattec lock
cylinders in folding T-handles on all doors for added securi-
ty as well as Suspa gas props on all doors.
Website: www.4are.com
Snugtop’s form-fi tting all-fi berglass cap, the SnugPro
XL Topper, provides a well-engineered solution to carry-
ing tools, equipment, and supplies to the workplace with
100-percent security, according to the manufacturer.
The SnugPro XL features 48-inch wide double rear
doors leading to its large interior and eliminates the need
for a tailgate. Two extra-large side doors provide easy ac-
cess to storage and shelving options tailored to the user’s
exact needs. The reinforced roof with optional racks can
support 500 lbs. of gear and materials.
Because it’s about half the weight of comparable steel
toppers and lighter than aluminum models, the SnugPro XL
transforms this advantage into improved fuel economy and
increased carrying capacity, according to SnugTop.
Its aerodynamic design blends with the host vehicle to fur-
ther optimize fuel economy and reduce the vehicle’s carbon
footprint.
Efforts were focused on the ergonomics of the SnugPro
XL, with ease of access to the truck bed and side compart-
ments, eliminating much of the bending, lifting, and crawl-
ing common to most commercial toppers and maximizing
worker effi ciency while reducing on-the-job risks.
When comparing a pickup equipped with a SnugPro XL
topper to a van, the increased fuel economy, extended dura-
bility, higher residual resale value, and safer working environ-
ment make the truck an obvious choice, according to SnugTop.
The SnugPro XL is available for late-model Ford F-150, Chev-
rolet Silverado, GMC Sierra, and Ram long-bed pickups.
Website: www.snugtop.com/XLpromo
42 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
➠ SNUGTOP OFFERS SNUGPRO XL TOPPER
The A.R.E. Deluxe Commercial Unit truck cap is avail-able for the 2011 Ford Super Duty and comes with a three-year warranty on materials and workmanship.
Snugtop’s form-fi tting all-fi berglass cap, the SnugPro XL Topper, provides a solution to carrying tools, equipment, and supplies to the workplace.
Snugtop’s form fitting all fiberglass cap the SnugPro XL
➠ A.R.E. OFFERS DELUXE COMMERCIAL UNIT TRUCK CAP FOR 2011 FORD SUPER DUTY
WT0311products.indd 42WT0311products.indd 42 2/9/11 6:28:42 AM2/9/11 6:28:42 AM
www.worktruckonline.com MARCH/APRIL 2011 WORK TRUCK 43
First unveiled at the 2010 SEMA Show, the new LEER
Encore 1000 sets new standards for size, styling, and ver-
satility, according to the manufacturer. With interior ceil-
ing height of 57 inches and a clear opening of over 54
inches through the twin-hull hatchback-style door, the
Encore can hold nearly half-again as much (47-percent
more) cargo as regular caps, according to LEER. Com-
mercial cap customers who regularly move large loads or
need to provide a secure, weather-protected workspace
for technicians, parts, and tools can utilize the increased
capacity, in many cases reducing the number of trips and
trucks on the road in the process.
Available for full-size long bed pickups, the Encore
commercial cap can be equipped with large side toolbox-
es and solid fi berglass side doors. The reinforced roof
can accommodate true commercial-grade rack systems,
and the interior is spacious enough to be outfi tted with a
wide range of bins, shelves, and storage racks.
The option list includes high-function LED lighting sys-
tems to illuminate the interior, the toolboxes, and the
workspace created by the open hatchback rear door.
Website: www.leerfl eet.com
Maranda, Inc. launched the latest iteration of its M170
Workshop Capsule. Called the “VANKILLER,” the new
M170 offers 50-percent more usable capacity than a com-
parable van and when teamed with the latest fuel-effi cient
pickup from any manufacturer, offers signifi cant fuel sav-
ings, according to the manufacturer.
Maranda’s design allows the capsules to be cycled
through several pickup trucks without modifi cation to
the capsule (or the pickup) while eliminating downtime to
commercial users’ business.
Maranda has added two new features to the current list
of accessories and options.
■ According to the manufacturer, the new “Slam Lock”
allows users to simply slam the left rear door portion of
the double doors without having to twist the door han-
dle, as is typically the case with other dual door suppliers.
■ Maranda now offers remote keyless entry for every door
on its workshop capsules.
Website: www.vankiller.com
➠ LEER ENCORE OFFERS SOLUTION FOR COMMERCIAL CAP CUSTOMERS
➠ MARANDA ANNOUNCES ‘VANKILLER’
The LEER Encore 1000 includes an interior ceiling height of 57 inches and a clear opening of over 54 inches through a twin-hull hatchback style door.
New features added to the Maranda M170 workshop cap-sule include “slam lock,” which allows users to simply slam the left rear door closed, and remote keyless entry.
New features added to the Maranda M170 workshop cap-
WT0311products.indd 43WT0311products.indd 43 2/9/11 6:28:46 AM2/9/11 6:28:46 AM
AF0111roush.indd 1 12/13/10 12:58:16 PM
44 WORK TRUCK MARCH/APRIL 2011 www.worktruckonline.com
The National Highway Traffi c
Safety Administration (NHTSA)
announced it will launch a
rulemaking to mandate speed limiters
on heavy-duty trucks in 2012. In the
Jan. 3 edition of the Federal Register, NHTSA granted two separate petitions
for rulemaking, one fi led by the American
Trucking Associations (ATA) and the
other by the safety advocacy group Road
Safe America (RSA) in conjunction with
nine truck carrier fl eets. Both petitions
proposed installation of tamper-resistant
devices to limit the top speed to 68 mph
on trucks with gross vehicle weight ratings
(GVWR) greater than 26,000 lbs. The
key difference between the two petitions
is that RSA and the nine carrier fl eets
also want speed limiters mandated on
all existing trucks built after 1990.
Other countries have already man-
dated speed limiters. For instance, the
European Union has limited the max-
imum speed of large trucks to 62 mph
since 1994, as has Australia since 1990.
Japan limited the maximum speed of
large trucks to the equivalent of 56 mph
in 2003, while Quebec and Ontario lim-
ited maximum speeds to the equivalent
of 65 mph effective Jan. 1, 2009.
PETITIONS STARTED FOUR YEARS AGO
On Oct. 20, 2006, the ATA submitted
a petition to NHTSA requesting the
agency initiate rulemaking to amend the
federal motor vehicle safety standards
to require truck OEMs to install speed
limiters on trucks with a GVWR greater
than 26,000 lbs. It petitioned that trucks
be equipped with an electronic control
module (ECM) capable of limiting the
maximum speed to no more than 68 mph.
The ATA argued that reducing speed-
related crashes involving trucks is critical
to NHTSA’s safety mission.
On Sept. 8, 2006, RSA and nine
truck carrier fl eets petitioned NHTSA to
likewise require OEMs to install a device
to limit the maximum speed to 68 mph
on trucks with a GVWR over 26,000 lbs.
They also recommended that every Class
7 and Class 8 commercial motor vehicle
manufactured after the 1990 calendar-year
be equipped with an electronic engine
speed governor.
During a public comment period in
January 2007, NHTSA received 3,850
comments. Comments from truck fl eets
and consumer groups maintained that
large truck accidents that occur at higher
speeds often result in more serious injuries
or death compared to accidents at lower
speeds. The faster a truck is traveling, the
less time a truck driver has to react and
stop. For example, large trucks require
20- to 40-percent more braking distance
than passenger cars and light trucks for a
given travel speed.
Schneider National, one of the peti-
tioners, commented that its trucks have
been speed-limited to 65 mph since
1996. According to Schneider’s crash
data from its own fl eet, trucks without
speed limiters accounted for 40 percent
of the company’s serious collisions while
driving 17 percent of the company’s to-
tal miles. Schneider stated that its vehi-
cles have a signifi cantly lower crash rate
than large trucks that are not speed lim-
ited or have a maximum speed setting
greater than 65 mph.
The Insurance Institute for Highway
Safety (IIHS) stated an onboard ECM
will maintain speed control for vehicles
when enforcement efforts lack resourc-
es. The Truck Maintenance Council stat-
ed that an increase of 1 mph results in a
0.1 mpg increase in fuel consumption,
and for every 1 mph increase in speed
over 55 mph, there is a reduction of 1
percent in tire tread life.
OPPOSITION TO SPEED LIMITERS
Comments opposing the rulemak-
ing were received from independent
truckers, the Owner-Operator Inde-
pendent Drivers Association (OOI-
DA), and the Truckload Carriers As-
sociation (TCA).
According to OOIDA, speed limit-
ers would not have an effect on crash-
es in areas where the posted speed limit
for trucks is 65 mph or below. OOIDA
believes the petitioners are attempting
to force all trucks to be speed-limited
so the major trucking companies with
speed-limited vehicles can compete for
drivers with independent trucking opera-
tions that have not limited their speeds to
68 mph or below. OOIDA argues speed
limiters would be counterproductive.
According to OOIDA, when weather
and traffi c conditions permit, a truck
operating at posted speed limits is not
unsafe, and most western states allow
trucks to travel at the posted speed lim-
it of 75 mph — the same as cars. Some
comments favored a 75-mph limit for
truck speed limiters, instead of 68 mph,
to match the highest posted speed limit
in the country.
TCA likewise commented that a
speed differential will be created in
many states by the 68-mph speed limit
for heavy trucks and a higher speed
limit for other vehicles, and may be an
additional safety risk for cars and trucks.
Other comments stated truck drivers will
experience more fatigue with a 68-mph
maximum speed, which could result in
more crashes.
NHTSA cautions that initiating
the rulemaking process by no means
guarantees an actual regulation will
be adopted.
Let me know what you think. WT
mike.antich@bobit.com
NHTSA Proposes Speed Limiters on HD Trucks:Will Medium-Duties be Next?
END OF FRAME EDITORIAL BY MIKE ANTICH
WT0311edit.indd 44WT0311edit.indd 44 2/9/11 6:21:46 AM2/9/11 6:21:46 AM
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