Success will require companies such as DTNA to have a flexible production footprint, Daum said. Downturns must be offset by more flexibility in the U.S. work force, such as working overtime one day and shutting down the next day, a concept that is already in place at DTNA’s Freightliner plant in Saltillo, Mexico. “If the unions don’t step up, more and more production will move to Mexico,” he said. Other areas of focus for DTNA are strict cost controls, leveraging products globally – as the company has done with its engine platform – and building strong relationships with global suppliers.

Daum predicted truck sales will be at least 10 percent better in 2010 than in 2009, an improvement he admitted was not really growth in light of 2009’s low volumes, “but more avoidance of disaster. It’s far away from normal business.” Daum said the industry saw a preorder spike in the fourth quarter of 2009 when fleets bought the last of the pre-2010 engines, which led to a dip in the first quarter of 2010. Daum predicted a slight increase in orders for the remainder of the year and said that DTNA is sold out until the end of June.

Eventually fleets have to buy trucks, “but they don’t have to do it this year,” Daum said, referring to the practice of running trucks longer during uncertain economic times. He predicted a 33 percent increase in truck sales in 2011 over 2010. “I hope I am wrong and those numbers are far better,” Daum said. “That would be good for everybody.”

U.S. Sens. Barbara Boxer (D-Calif.) and Sam Brownback (R-Kan.) on Thursday, March 25, introduced the Motor Vehicle Owners’ Right to Repair Act into the U.S. Senate. The U.S. House of Representatives version of the bill (H.R. 2057) was introduced by U.S. Reps. Edolphus Towns (D-N.Y.), Anna Eshoo (D-Calif.) and George Miller (D-Calif.) and currently has 56 cosponsors.

The Right to Repair Act would require that car companies provide full access at a reasonable cost to all service information, tools, computer codes and safety-related bulletins needed to repair motor vehicles, thus leveling the playing field between dealerships and independent repair shops. The legislation further provides car companies with strong protections for their trade secrets, only requiring them to make available the same diagnostic and repair information they provide their franchised dealers.

“By introducing this legislation, Senators Boxer and Brownback have taken important action to ensure that American car owners will continue to have access to a competitive auto repair marketplace, thus ensuring that repair costs don’t price vehicle ownership above the heads of many Americans,” says Kathleen Schmatz, president and chief executive officer of the Automotive Aftermarket Industry Association. “This bill keeps motorists in the driver’s seat by making sure that they, and not the vehicle manufacturers, have the final say on where a car is taken for service.”

 “The Right to Repair Act is all about consumer choice, ensuring consumers have the right to choose where and by whom they have their vehicles repaired,” says Ray Pohlman, president of the Coalition for Auto Repair Equality. “Failure to pass this bill could mean that car owners are held hostage by the car companies, forced to return to the dealership even after the vehicle is out of warranty.”

The American Trucking Associations’ advance seasonally adjusted (SA) For-Hire Truck Tonnage Index decreased 0.5 percent in February following a revised 1.9 percent increase in January. The latest drop put the SA index at 108.5, down from 109.1 in January. The nonseasonally adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, equaled 97.6 in February, down 0.8 percent from the previous month.

Compared with February 2009, SA tonnage increased 2.6 percent, which was the third consecutive year-over-year gain. For the first two months of 2010, SA tonnage was up 3.5 percent compared with the same period last year. For all of 2009, the tonnage index contracted 8.7 percent, which was the largest annual decrease since 1982.

ATA Chief Economist Bob Costello says that the February tonnage reading is difficult to interpret because of the severe winter storms that impacted truck freight movements during the month, particularly on the East Coast, but that he remains optimistic about the recovery for the industry. “I continue to hear from motor carriers that both the demand and supply situations are steadily improving,” Costello says. “Certainly it will take a while to make up the ground lost during the recession, but the industry is on the path to recovery.” Costello expects to see some volatility on a month-to-month basis throughout this year, but the trend line should be for moderate growth.

ATA calculates the tonnage index based on surveys from its membership. The report includes month-to-month and year-over-year results, relevant economic comparisons and key financial indicators. The baseline year is 2000.

The national average retail price of a gallon of diesel declined for the first time in six weeks, falling 0.7 cent to $2.939 for the week ending Monday, March 29. The price, which had increased 19 cents since Feb. 15, is 71.8 cents higher than the same week last year, according to the U.S. Department of Energy.

All regions tracked by DOE saw price declines except for the Rocky Mountains, where prices increased 1.4 cents to $2.968; and the West Coast, where prices stood pat at $3.027.

Elsewhere, the biggest decline, 1.2 cents, was found in the Midwest, where prices fell to $2.910. The smallest decrease, 0.3 cent, was found in New England, where prices fell to $3.029.

The nation’s most expensive diesel by region, $3.075, was found in the Central Atlantic, where prices declined 0.4 cent. The nation’s least expensive diesel by region, $2.899, was found on the Gulf Coast, where prices declined 0.5 cent.

California, which DOE tracks separately for its weekly update, saw a price increase of 0.1 cent to $3.073; that price is 77.6 cents higher than the same week last year.

Mahle Clevite Inc. has added a new course on Victor Reinz gaskets to its eLearning curriculum. The new course covers the features and benefits of Victor Reinz gaskets and offers automotive and engine-rebuilding professionals the necessary tools to master sealing solutions. The course also will be available in French and Spanish in the near future.

Additionally, the eLearning website has been improved with Flash technology that enhances the user-experience with animation and sound. Each course now offers a variety of controls and flexibility such as navigation tips and knowledge checks to help the user understand the course material. All available eLearning courses have been updated with an enhanced user interface.

“Sharing our engineering and manufacturing knowledge through Mahle Clevite eLearning courses is a great way for us to give back to the individuals who support our products,” says Bill McKnight, team leader of training for Mahle Clevite. “We will continue to improve our eLearning courses by updating the content as often as we receive new information about products, materials and solutions.”

Mahle Clevite eLearning courses are designed for automotive and engine-rebuilding professionals looking to develop skills and learn more about Mahle Clevite products. Each course is divided into chapters, and depending on length, the chapters are divided into lessons. Each chapter takes about 15 to 20 minutes to complete. Typically, each chapter concludes with a three- to five-question knowledge check to help measure learning. Additionally, there is a final assessment at the end of the course that requires a score of 80 percent or more to pass.

To get started, go to www.mahlecleviteelearning.com. If you currently don’t have a username and password, click the “Registration” link to set yourself up.

Eaton Corp. released a list of OEM availabilities and engine approvals for lineup of UltraShift Plus automated transmissions, and said that positive reviews and high demand across a wide variety of commercial truck fleet operations are helping accelerate the approvals.

“We have been working diligently with all of the North American truck and engine makers for several years now to provide our customers with the best possible transmission choice in virtually any application,” said Staci Kroon, senior vice president and general manager for Eaton’s Commercial Vehicle Transmission business. “Similarly, we have been reaching out to fleets of all vocations – including linehaul, heavy haul, construction and more – to ensure they are getting the best possible transmission solution.”

Kroon said the UltraShift Plus family consists of thousands of possible transmission/engine configurations each tailored for a specific truck chassis engine match up and application. The UltraShift Plus transmission – currently available in products from Freightliner, International, Kenworth, Peterbilt and Western Star – has been approved and certified for Cummins 2010 model year ISX 1 and ISX 2 diesel engines. Model year 2010 International MaxxForce 11 and MaxxForce 13, Cummins ISX 3, Paccar MX and Detroit Diesel DD15 and DD13 will be certified in the coming months.

Kroon said that a total of six new transmission platforms now are available as part of the UltraShift Plus family. The new platform designations, which represent a wide range of new tailored transmission designs, are:
• Linehaul Active Shifting (LAS), available in both an overdrive and direct-drive;
• Multipurpose High Performance (MHP);
• Multipurpose Extreme Performance (MXP);
• Vocational Construction Series (VCS);
• Vocational Multipurpose Series (VMS); and
• Vocational Extreme Performance (VXP).

The new family of fully automated UltraShift Plus transmissions features new automated clutch technology and intelligent shift selection software that employs grade sensing, weight computation and driver throttle commands to make intelligent shift decisions for efficient, safe and profitable vehicle performance.

All UltraShift Plus transmissions are automated with the use of a new self-adjusting electronic clutch actuator for fast, smooth engagements. All of the new transmissions also share a Hill Start Aid feature to prevent rollbacks on grades; an oil level sight glass to check fluid levels; six- and eight-bolt PTO availability at no extra cost; and automatic, manual and low mode selections, as well as a creep feature for significantly improved maneuverability with continuous low-speed control.

Extended UltraShift Plus protection plans are available for all makes and models of the new transmissions in a variety of applications – including standard, linehaul and severe service – for warranty coverage up to five years or 750,000 miles.

“Now, for a small price, our customers have the option to safeguard themselves from expensive repairs and extend the fuel-saving, safety and performance features of UltraShift Plus for an additional one or two years,” said Richard Muth, programs manager for Eaton. “The plans are also fully transferable, which will easily enhance the resale value of the vehicle investment.”

Muth said the protection may be purchased through any truck dealer and included in the cost of financing a new truck or purchased online at Roadranger.com. Warranty service for all Roadranger products is available at any OEM dealer facility in North America, which includes more than 3,500 locations. Plans may be purchased during the first, second or third year of ownership. Plans also require the use of only genuine Eaton Fuller replacement parts and Roadranger brand or Roadranger-approved lubricants.

Initial customer evaluations of the UltraShift Plus “have been across-the-board positive,” Kroon said. “So much so, in fact, we see a very bright future for UltraShift Plus in a broad range of commercial truck applications.”

Dana Holding Corp. announced the launch of the Spicer S140 series, a new family of single-drive medium-duty axles; and two new Spicer tag axles.

The Spicer S140 Series is engineered specifically to improve fuel economy, reduce maintenance costs, increase operator comfort and boost overall vehicle performance. Now available on International brand 4300, 4400, 7300 and 7400 vehicle platforms, the Spicer S140 series single-reduction axle was developed specifically for medium-duty vehicles. The new family of axles is available for straight truck chassis up to 19,000-pound GAWR, including delivery vehicles; school buses; mini buses; shuttle buses; motorhomes; and rescue, municipal and utility vehicles. In mid-2010, the S-140 also will be the standard Class-6 axle at another major OEM, the company says.

“Throughout the development of the Spicer S140 Series, we focused our efforts on helping medium-duty fleet managers optimize the productivity of their fleets,” said Steve Slesinski, director of product management for the Dana Commercial Vehicle Systems Group. “With this new series, Dana enhances its reputation as the leader in delivering advanced drive-axle technology and superior value for the medium-duty market.”

With an initial Roadranger lubrication drain at 250,000 miles and 32 percent less lubrication required overall, these axles are easier to maintain and more environmentally friendly than previous Dana and current competitive designs. Optimized to perform in vehicles with drivetrain ratings up to 860 lb-ft of torque and up to 300 hp, Spicer S140 Series axles support GCWR up to 46,000 pounds and typical GVWR up to 31,000 pounds in most vocational applications. Maximum GCWR of 50,000 pounds GVWR of 33,000 pounds are available under specific application approvals.

Spicer S140 Series axles also are available with a number of options for prime operation, including a carrier-integrated parking brake or electromagnetic retarder mount, a wide-track design for maximum stability, a patented axle breather design supplying unrestricted airflow and minimizing the risk of seal leaks due to axle pressurization, and integral welded suspension brackets for increased strength and durability.

The two new Spicer tag axles are designed to improve fuel efficiency, reduce vehicle weight and lower OEM installation costs – all while enabling fleets and owner-operators to easily convert a 6×2 arrangement into a 6×4 configuration. In conjunction with the axle launch, Dana has also introduced new Spicer conversion kits, which provide the option of converting existing 6×4 vehicles into a 6×2 configuration.

“This is a new concept for the North American trucking industry and one that we have been developing for several years based on highly positive feedback from our fleet customers and OEM partners,” said Jay Klinko, senior product manager – heavy-duty drive axles for Dana. “With Spicer axles and conversion kits, owners can easily increase the resale value of their trucks, while being provided with the opportunity to change the application or vocation of their vehicles at any point during the lifecycle of the truck.”

Klinko added that fuel economy improvements have been estimated to be up to 3 percent, depending on application variables. These improvements were achieved primarily by decreasing mechanical drivetrain loss and through a total weight reduction that is roughly 400 pounds lighter than a traditional 40,000-pound tandem arrangement. That savings also may be used to offset the added weight of emission-related components, auxiliary power units and other products. Alternatively, owners have the option to increase payloads without sacrificing prior fuel-economy levels.

When specified with either a Spicer S170 or Spicer S190 single-drive axle in the forward drive position, the new Spicer tag axles also maintain the same 40,000-pound GAWR of a traditional tandem axle while maintaining up to 100,000-pound GCWR.

The single-axle design requires 14 fewer pints of lubrication, providing additional weight savings and lowering maintenance costs over 6×4 tandem axles. Efficiency improvements are achieved by eliminating energy losses associated with inter-axle drivelines and rear-axle assemblies.

Klinko said that the issue of traction deficiency historically associated with 6×2 vehicles can be mitigated with the use of a differential lock, a six-channel ABS/TCS system or the adjustment of air suspension bag pressures. “This temporarily shifts weight to the driven axle at low speed, which results in similar traction of a traditional tandem axle,” Klinko added.

Reduced installation costs are achieved by the elimination of the inter-axle driveshaft, rear axle head unit, rear axle shafts and rear axle lube. With rear housings on the new tag axles identical to current tandem rear axles, installers can maintain the same brackets, interface points and geometry.

“The proprietary and unique value-added feature of these new tag axles is that they use a specifically designed bolted cover plate and pressed-in spindle plugs,” Klinko said. “For future vehicle purposes, these components can be removed easily and replaced with a functional Spicer rear drive head unit and axle shafts without having to replace the entire rear tag axle. This patented cost-effective process allows conversions from a 6×2 to 6×4 and back.”

The new Spicer tag axles are available now with new model numbers S21-060B and S23-070B, respectively, replacing rear axle model numbers RS404/RS405 and R40-170/R46-170 in this application. Linehaul warranty coverage is equivalent to Spicer drive axles specified in 6×4 applications, which is up to five years or 750,000 miles.

Navistar Parts has added the FSX Cleaning System, designed to clean diesel particulate filters (DPF), to its line of products available through International and IC Bus dealers.

“When the 2007 emissions requirements were enacted, virtually every diesel truck on the road had to install a diesel particulate filter,” says Andrew Zielinski, product director, Green for Navistar Parts. “Three years later, these filters are beginning to need regular cleaning to help keep them working efficiently.”

The FSX Cleaning Machine features Air Knife Technology on the inlet and outlet sides of the DPF filter, which is said to ensure proper cleaning of the filter, longer duty cycles between cleanings and promotes full life expectancy of the DPF.

“Our extensive dealer network is able to offer customers an opportunity to purchase this new preventive maintenance tool for DPF filters – just as vehicles are beginning to need to clean their filters,” says Zielinski. “Participating dealers who are equipped with a DPF cleaning system are beginning to offer filter cleaning as a service to their customers.

The FSX Cleaning System includes:

• The TrapBlaster 7 Pneumatic Cleaner which provides cell-by-cell cleaning in both automatic and manual modes.
• The TrapTester 7 Air Flow Test Bench  which measures airflow before and after cleaning to ensure compliance.
• TrapBurner Thermal Cleaner for thermal regeneration of filters.
• SootSucker Dust Collector  which captures waste from the cleaning process.

 In addition, International and IC Bus dealers can sell the FSX Cleaning Machines to customers and fleets who need on-site cleaning.

Hendrickson Truck Suspension Systems announces the launch of an Extended Warranty Program. The company has implemented an internal system that will allow dealers, fleets and end users the opportunity to purchase extended warranties for Primaax Ex, Haulmaax and RT/RTE series vocational rear suspensions and Airtek on-highway front air suspension directly from Hendrickson for up to six months after the in-service date of their truck. 

“The Hendrickson Extended Warranty program will provide truck owners a more stable and predictable cost of operation,” says Sean Coleman, the director of sales and marketing for Hendrickson’s Truck Systems Group.

The extended warranties for Haulmaax and RT/RTE vocational suspensions include various options for two and three year coverage with unlimited mileage restrictions. The Haulmaax extended warranty covers bolster springs and structural components, including walking beams, saddle assemblies and outboard and inboard frame brackets. The RT/RTE series extended warranty covers spring packs and structural components, including walking beams, saddle assemblies, frame hangers and cross tubes.
 
Primaax Ex and Airtek suspensions extended warranties include various options for two and three year coverage with specific mileage restrictions. The Primaax Ex extended warranty covers structural components, including frame hangers, structural beams, cross beams, top pads and bottom caps. The Airtek extended warranty covers axle beams, knuckle assemblies, kingpins, springs, air springs and shock absorbers (parts and labor), and tie rod ends and kingpin bushings (parts only).

All replacement components will be Hendrickson Genuine Parts to ensure consistent design, performance and quality.  In addition, the Hendrickson Extended Warranty coverage is transferable, further enhancing the resale value of the truck, the company says.

The Snap-on Heavy Duty Mobile Workstation (KRSC101) combines the strength of a stationary workstation with the portability of a shop cart to provide a strong, versatile work surface to stage heavy-duty components. The large 38-by-26-inch stainless-steel work surface has raised edges to prevent objects from sliding off and holds more than 1,000 pounds, yet is smooth enough to write on.

The workstation is equipped with two 30.25-by-24-inch InPulse drawers that never drift open while in transit, one 6 inches deep and the other 4 inches deep, both utilizing a secure round-key locking system; a 6-inch-deep utility drawer is provided for in-process work. The workstation – which has an extra-large-diameter handle to facilitate durability even with the biggest loads – moves on 8-inch semi-soft casters built to accommodate loads of more than one ton; a dual-function switch allows the user to switch the casters from swivel mode to rigid to navigate heavy loads through tight spaces or over and around foreign objects. Each corner is lined with soft, vertical bumpers to protect nearby surfaces from impact.