Road Warrior Survival Guide
The way of today’s commercial contractor is a challenging road. Competition is fierce, supplies such as steel and fuel are becoming expensive, cash flow from banks is tentative at best and surviving the economic storm ahead is becoming everyone’s biggest challenge.
But even in an uncertain future, clever professionals will still endure and succeed — even if the countrysides of 2009 start to feel like the badlands of recession. The economies of contracting can keep a construction crew or landscaper ahead of the hungry pack. On the road, the ideal set of wheels is imperative to that victory. You just need the attitude of a road warrior and the right work truck at your side.
Just imagine sparks spilling over the shop floor as the ultimate work vehicle is forged from steel, wiring and rubber. Sit back and smile as you eagle eye your beefy jet-black chassis cab with a 9-ft stainless steel dump body hoisted onto the frame. An old, grizzled shop hand beckons you closer. He invites you to inspect the turbo diesel engine that you requested under the hood and the spacious quad cab with its easy-to-clean interior. Sitting in the cab you jangle the keys in your hand, spark the ignition and listen to that metal rumble with approval.
It sounds like a nice daydream, but it doesn’t have to be a fantasy. Over the next 10 pages (and throughout this entire 2009 CE February truck journal), you can learn to build that type of imperial work vehicle through understanding the complex systems like engines and suspensions, deciphering maintenance, emission and alternative fuel issues and digesting the latest news from major manufacturers such as Dodge, Chevrolet, GMC, Isuzu, Kenworth and Ford. All of that and so much more is incased in this steely 2009 “Road Warrior Survival Guide.” Use its many pieces and parts to transform your big ideas into the ultimate commercial transport.
Keith Gribbins is managing editor of Compact Equipment, based in Peninsula, Ohio.
General Motors Corp. touts itself as the world’s second largest automaker and has been a leader in annual global industry sales for 77 years. Founded in 1908, GM today employs about 266,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 35 countries. In 2007 alone, nearly 9.37 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn, Vauxhall and Wuling.
But this year things are different. U.S. automakers are in a financial crisis, struggling with billion-dollar losses, rapidly dwindling sales, increasing supply costs and a skeptical customer base. As the government extends a financial bridge at this most critical time for the auto industry (a billion dollar bailout surrounded by more than a little controversy), the fine folks at General Motors answered a few questions about the industry, the bailout and the future of U.S. car and truck makers.
CE: What is GM’s Long-Term Plan for Viability?
GM: In response to questions raised by the American people and Congress, we have submitted our plan to show how we’re continuing the major transformation of our business already under way for the past several years, the steps we’re taking to restructure even more aggressively and are accelerating our plans to produce even more fuel-efficient vehicles. We have confidence that your investment in us will be secure and want you to be secure in that knowledge as well.
CE: Why should Americans support federal loans to GM?
GM: The American auto industry is the backbone of American manufacturing. Almost 4 percent of the gross domestic product is auto-related. Three million U.S. jobs are dependent on the health of U.S. automakers, and they are not all in the Midwest.
CE: What data do you have to support the claim that 3 million U.S. jobs will be lost if domestic automakers go out of business?
GM: The independent Center for Automotive Research, led by David Cole, released a study in November 2008 that looked at the likely economic effects if one or more Detroit automakers went out of business.
CE: Is General Motors the only automaker affected by the crisis?
GM: No, all automakers have been affected by the dramatic drop in car and truck sales and by the credit crunch. Total U.S. auto sales in October were 838,000 vehicles, down 32 percent from a year earlier. That represents an annualized sales rate of 10.5 million vehicles, the worst since 1983. Toyota’s U.S. sales in October were down 23 percent, and Honda’s were down 25 percent.
CE: Why is bankruptcy not an option for GM?
GM: For any automaker that filed for Chapter 11 reorganization, car sales would plummet even further. A study by the automotive market research firm CNW found that 80 percent of people intending to buy a new car would switch brands if the car came from a manufacturer that went bankrupt.
CE: What has GM done to stop burning through so much cash?
GM: Over the past several months, GM has made several difficult decisions to reduce operating costs and bolster liquidity by $20 billion through 2009. It is reducing its 2009 capital spending from $7.2 billion to $4.8 billion. To do this, it has reduced its salaried work force, eliminated health care coverage for retirees over 65 and is delaying some vehicle programs in North America and Europe. It is reducing spending on sales and marketing, sales promotions and dealer network activities and other discretionary spending. There will be no discretionary cash bonuses for the executive group in 2009.
CE: Why aren’t automakers using the $25 billion in loans that Congress has already allocated?
GM: Congress has allocated $25 billion, but the Department of Energy is still writing the regulations that will allow automakers to get access to the loans, perhaps sometime next year. Further, since the Energy Bill was passed, the credit crunch and sharply lower auto sales have made GM’s situation even more dire, and those loans, while appreciated, will be too little, too late.
Complied by CE Staff
Apparently the apocalypse is just around the corner. Or at least that’s what the financial wizards on television keep telling us. Try watching 24-hour news and you might start losing hair, selling your possessions or building an ark. At Compact Equipment, we’re not ready yet for an economic collapse, the next Great Depression or an ensuing flood of biblical proportions.
It’s true that we’re in a serious recession that many of us have never experienced before and corporations and contractors are struggling greatly right now, but those same companies are also restructuring and adapting to this new economic environment. The truck industry is a great example. Sales were down dramatically in the commercial vehicle segment in 2008, but hopefully change is on the way.
“We believe that the market is stabilizing at or near its low and we hope that the market will start to improve in the second half of this year,” says Joel Fukumoto, product manager of the Tundra, corporate marketing at Toyota. “Last year was a challenging one for the light-duty, full-size pickup market, and I think that kicked off a trend of right-sizing among buyers that should continue even after the market starts to recover. Ownership cycles are increasing, so we’re less likely to see customers come in every three to four years with a perfectly fine, if used, truck just to buy a new one. We’re expecting to see buyers who are much more willing to consider a half-ton when they really wanted a three-quarters ton or a small V8 when they really wanted a large V8.”
Toyota is the world’s largest automaker (employing more than 300,000 worldwide) and, like most around the world, is seeing over-production, rising supply costs and shrinking sales. Like the smaller side of Ford’s F-Series or Chevy’s line of Silverados, Toyota’s commercial market is not the traditional medium-duty, purpose-built trucks operated by large companies. Instead, they focus primarily on the business retail market, characterized by small businesses that operate typically one or sometimes a small fleet of light-duty trucks. The sales for the company’s total commercial truck fleet in 2008 declined by 18 percent over 2007 and by 35 percent over 2006. The decline has been due to the impact of the failing economy, according to Fukumoto.
American truck makers seem to have it worse, considering brand hallmarks like General Motors and Chrysler are receiving billions in bailout money from the government. (Read more about the TARP truck initiative on page 6.) Medium-duty truck sales are a big part of the commercial recession.
“Our volume was off by around 24 percent vs. 2007,” says Steven Higgs, manager of medium-duty truck marketing, product and distribution at GM Fleet and Commercial Operations. “However more vehicle production was scheduled toward export than in previous years. The weaker dollar helped in that regard. We felt that in fact that was not a poor performance when comparing the overall market drop in our competitive sector of 27 percent. Obviously the overall lack of market confidence was a major factor, but the uncertainty of our originally planned agreement with Navistar also helped toward the situation.”
A myriad of factors contributed to each truck company’s problems. For General Motors, Navistar International Corp. was originally supposed to buy its commercial truck division, but last year Navistar said that its tentative agreement with GM to acquire its medium-truck operation had been terminated. According to Navistar, the downturn in the U.S. economy and drop in sales of commercial vehicles resulted in the breakdown. That’s pretty much the story from most commercial truck manufacturers — too much production and operating cost in a tough year of sales — but not all manufacturers were predicting doom and gloom in 2009.
In fact, Navistar (which makes and maintains International commercial trucks, MaxxForce diesel engines and numerous other vehicle and supply agreements) cited a possible profit in the upcoming year. In early January, the company said that based on current market conditions, net income for its fiscal year ending Oct. 31, 2009, should be in the range of $370 million.
“Our ability to continue to execute our business strategy built around customers, products and growth is reflected in our high level of confidence in the earnings guidance announced today,” says Dan Ustian, Navistar chairman, president and CEO. “Our growth in the commercial truck market outside the United States and Canada is due in part to our growing military business and expansion into new business opportunities and will factor into our ability to deliver profitability in 2009 despite a weak North American business climate.”
Even when economies are shrinking, smart companies can still take the opportunity to steal a bigger piece of the pie. Isuzu may have announced the complete withdrawal of its consumer auto products from the U.S. market effective in January (which everyone expected for years), but its commercial truck segment is still doing gangbusters in the industry, even if markets are dropping.
“The overall economy and the truck industry were down,” explains Todd Bloom, vice president of marketing for Isuzu. “But our share of the Class 3 through 7 low-cab forward market actually increased by 6 percent in 2008, providing Isuzu Commercial Truck of America — combined Isuzu and GM W-Series brands — with a 76 percent total share of the market.”
The market is full of good and bad stories, but things need to change and they are. Both buyers and manufacturers are realizing they may need a different type of truck these days and a different type of operating platform for their business. For example, over the past several months GM has made several difficult decisions to reduce operating costs and bolster liquidity by $20 billion through 2009. With billions in bailout money coming from the government, GM is reducing capital spending and its salaried work force, engaging its outdated union and legacy costs, nixing discretionary cash bonuses for executives and tapering its spending on sales and marketing.
Ford recently submitted its comprehensive business plan to Congress, which details the company’s plan to return to pre-tax automotive profitability by 2011. In the plan, Ford said the transformation of its North American automotive business will continue to accelerate through aggressive restructuring actions and the introduction of more high-quality, safe and fuel-efficient vehicles — including a broader range of hybrid-electric vehicles and the introduction of advanced plug-in hybrids and full electric vehicles. Ford is focused on retooling three North American truck plants to produce small, fuel-efficient vehicles, building on vehicle quality that is now on par with Honda and Toyota.
“Ford has a comprehensive transformation plan that will ensure our future viability — as evidenced by our profitability in the first quarter of 2008,” said Ford president and CEO Alan Mulally in late December 2008. “While we clearly still have much more work to do, I am more convinced than ever that we have the right plan that will create a viable Ford going forward and position us for profitable growth.”
Last year, Ford, Lincoln and Mercury sales totaled $1.9 million, down 20 percent compared to a year ago. Retail sales were down 22 percent, and fleet sales were down 17 percent (including a 22 percent decline in daily rental sales). Luckily, the F-Series truck played a key role in Ford’s fourth quarter market share gains. The all-new F-150 accounted for 8,600 of total F-Series sales in December, an increase of 84 percent compared with November 2008.
While many believe the U.S. economy is expected to start growing again in the second quarter of 2009, a similar increase in truck sales may take longer. According to the big minds behind the National Truck Equipment Association (NTEA), and their financial analysts at Global Insight, updated forecasts show that overall sales for 2009 are anticipated to be lower than 2008 levels. One bright spot is that sales activity is expected to increase near the end of the 2009 calendar year. According to the outlook:
Before the financial crisis, 2009 was expected to be a growth year as a result of the pre-buy. Instead, work truck and trailer industry sales are likely to decline — not just in the United States, but in Canada and Mexico as well. Global Insight’s forecast for these countries (by gross vehicle weight rating) indicates that Class 3 in Canada is the only segment expected to grow in 2009. Segments that may suffer most are Class 6 in the United States and Canada, where 20 percent declines are expected, and Class 8 in Mexico, where sales may decrease 35 percent.
On a lighter note, 2010 sales growth is expected to make up for 2009 declines. Before the financial crisis, predictions were reversed to include a large pre-buy in 2009 followed by a downturn in 2010. However, total sales for 2009 and 2010 are expected to be approximately 200,000 units less than previously forecast. For just the last four months of 2008, the sales forecast was revised downward by 40,000 units, which in turn affects the long-term forecast. As a result, industry sales are not expected to rise to 2006 levels (694,425 units) until after 2013. Before the financial crisis, the industry was expected to exceed 2006 sales levels by 2012.
But even in such recessions, there are healthy sectors — like agriculture, healthcare and utilities. The secret is to key into the right market sectors, adapt your business to serve new customers or serve old customers in new ways.
“Markets will continue to be down, but there will be some segments with growth opportunities. These include food industries, healthcare, lawn and landscape and municipal and government sales,” says Bloom. “In the future, customers will need to consider more efficient trucks, downsizing where applicable, institute fuel economy incentives with their drivers, reduce idling and top speeds and keep their trucks in top running condition.”
America has millions of on-road work trucks and trailers. These vehicles will require maintenance and many will need equipment replacements. High oil prices will bring innovation in hybrid and alternative fuel technologies. Emerging foreign markets in Asia, Russia and Latin America are expected to keep North American manufacturers expanding some truck sales. With a new administration, automakers may get even in more help with incentives, loans and infrastructure construction.
“I think the truck market is waiting to see where the new administration’s stimulus package will end up,” says Higgs. “If new schools, roads and hospitals are going to be built, then trucks are going to be needed.”
Keith Gribbins is managing editor of Compact Equipment, based in Peninsula, Ohio.
By Robert Johnson
The high cost of fuel, combined with a growing interest in environmental issues, has many fleet managers thinking about ways to improve their trucks’ fuel use. Tried and true steps for maximizing a vehicle’s fuel efficiency include maintaining proper tire pressure, removing unnecessary weight and following recommended maintenance practices. There are also a number of products available that can be retrofitted to existing vehicles or ordered on new trucks to improve fuel efficiency, including oil bath wheel seals on non-drive axles, synthetic fluids and free-flow air filters.
With proper planning and training, it is also possible to specify new work trucks and equipment that may be more fuel efficient than existing fleet vehicles. Some considerations include aerodynamics, total vehicle weight, tire selection, auxiliary power generation, powertrain optimization and hybrid/alternative fuel vehicles.
Aerodynamics
Aerodynamic truck designs aren’t limited to over-the-road sleepers. Most Class 6 to 8 chassis manufacturers offer factory-installed aero packages that can significantly impact fuel economy. These packages may include roof-mounted air deflectors, side fairings, under-cab-step and fuel-tank skirts, aerodynamic mirrors, low-drag hood configurations and aero bumpers.
Component positioning is also crucial to aerodynamics. Anything that interrupts the smooth flow of air over and around the vehicle will cause drag. Some of the worst offenders are items such as frame-mounted battery boxes, bypass oil filters and traditional vertical exhaust stacks with perforated stainless steel heat shields. When possible, try to mount accessory items under the cab or behind the cab skirts. On a straight truck, also consider the use of body nose cones and/or side transition fairings. Higher fuel prices have made these options cost-effective for a broader range of applications. Depending on the design, installing bed covers on open-bed trucks, including pickups, dump trucks and some utility trucks, also may provide significant fuel savings.
Total Vehicle Weight
The more weight the truck carries, the more fuel it burns. There are many ways to reduce total truck weight, starting with the frame. Unless the application calls for a very rigid frame, consider using a high-strength alloy model, which can save weight without sacrificing strength. The suspension is another potential source of weight reduction. Parabolic leaf springs are lighter than conventional leaf springs, and they provide a better ride on appropriate applications. On Class 6 to 8 trucks, specifying an air suspension will save several hundred pounds.
An oversized fuel tank adds unnecessary weight. Unless the vehicle will be used in an area where fuel isn’t easily accessible, why carry around three or four days’ worth of fuel? A gallon of gasoline weighs 6 lbs and a gallon of diesel fuel weighs 7 lbs. Factor in the weight of the fuel tank and carrying 50 extra gallons of fuel could mean needlessly hauling up to 400 lbs.
When spec’ing new vehicles, it’s easy to include components and accessories out of habit. But if the components aren’t really needed, they’re just taking up space and adding weight. For example, modern batteries and starters are much more efficient than they used to be, yet some fleet managers still spec four cranking batteries when three would be adequate. The same idea applies to bypass oil filters and auxiliary oil coolers. Newer engine cooling systems and oil filters are more efficient than those of even a few years ago. Eliminating an unneeded bypass oil filter will save close to 100 lbs. Stop to think it through before including a potentially outdated spec.
Additional Important Items
Similarly, look closely at the equipment that will be installed on the vehicle and consider if there are lighter versions available that can get the job done. Also compare bodies. Many manufacturers have developed lighter weight bodies using high-tensile steel or composites. Evaluate if a lighter body would be appropriate for the application. Other factors include:
1. Tire Selection: Tire selection plays a major role in fuel economy. Consider specifying low rolling-resistance tires. These tires usually have a lower sidewall profile, reducing sidewall flexing and heat build-up and wasting less energy. The rolling resistance of a tire increases with the load range rating. Put enough tire on the truck to safely carry the load, but avoid overrating the tires. Also, if the truck normally comes with dual tires on the rear axles, consider specifying wide-base “super single” tires that reduce both rolling resistance and total truck weight. Mount tires on alloy wheels for additional weight savings.
2. Auxilary Power Generation: Without equipment, a work truck would be just another truck. But powering hoists, cranes, snowplows and other vocational equipment can use a lot of energy, which translates to a lot of fuel. If an application requires a limited amount of hydraulic or electric power, a small auxiliary engine generator set may provide sufficient energy to eliminate the need for idling the truck engine for extended periods of time. If electricity is only needed for relatively short periods of time, a static inverter may do the trick.
3. Powertrain Optimization: The biggest opportunity for improving fuel economy is to properly spec the vehicle’s powertrain. A properly spec’d powertrain ensures that the truck engine operates within its peak efficiency power band at all times (i.e. the engine’s rpm is never below the maximum torque point and never above the maximum horsepower point, except during initial launch). Optimizing the powertrain for peak fuel efficiency is not as complex as it may seem. Truck dealers are equipped with computer software programs that can match engine ratings, transmission gear ratios and final drive (rear end) gear ratios to achieve the desired performance.
Hybrid and Alternative Fuel Vehicles
Hybrid vehicles have the potential to save fuel by reducing engine idling, recapturing and storing energy that would otherwise be wasted, storing surplus engine power (generated while idling) or using stored energy to eliminate the need for primary energy input (fuel). Hybrid vehicle performance can be significantly impacted by how and where the vehicle is driven. Hybrid vehicles are most efficient in applications with frequent starts and stops, low-speed operations or extended idle times when operating heavy equipment that’s too large to run off an auxiliary engine. Match the hybrid system to the vehicle’s duty and drive cycles to see if it will be a good fit.
Alternative fuel vehicles, including those powered by bio-fuels, natural gas, electricity and propane, are growing in popularity. These alternative fuels do not have the energy density of gasoline or diesel fuel, but in many cases, they have a lower cost per energy unit. In addition, they reduce both the emission of greenhouse gases and dependence on foreign oil. While not suitable for all purposes, they perform very well in specific applications.
The Green Truck Summit held at the Work Truck Show 2009 will provide cutting-edge information about the future of hybrid and alternative fuel vehicles with a specific focus on how to integrate these vehicles into a fleet. The Summit will be held on March 3 from 9:00 a.m. to 4:30 p.m. at the McCormick Place West Building in Chicago. The Work Truck Show runs March 4-6. For more information about the Green Truck Summit and the Work Truck Show 2009, visit www.ntea.com.
Saving money by saving fuel will be a priority for fleets of all sizes for the foreseeable future. Fleet managers can implement many strategies to combat higher fuel costs, including specifying more fuel-efficient work trucks, changing driver behavior and performing scheduled preventative maintenance. The bottom line? Plan well, streamline your spec’s and stay up-to-date on trends impacting fuel utilization.
Robert “Bob” Johnson is director of fleet relations for the National Truck Equipment Association (NTEA), based in Farmington Hills, Mich.
By Mike Knaack
Most new technology usually comes equipped with a learning curve. Take the latest diesel emissions technologies for on-highway truck engines. These cleaner burning power plants need new maintenance routines, which mean new things for truck operators to learn. There is one set of new warning lights for particulate buildup in the engine that it is particularly important for truck operators to pay attention to — or risk damaging the heart of their commercial work truck.
Workhorse Custom Chassis, a leading manufacturer of chassis for Class 3 to 6 walk-in trucks used in construction, utility and landscaping operations, has noticed instances of driver failure in this regard. Unfortunately, when this happens there is no warranty coverage for repairs and towing, not to mention the potential hazard to the driver and others. So it pays to read your owner’s manual and pay attention.
All diesel engines produced after Jan. 1, 2007, must comply with the new regulations requiring the reduction of nitrogen oxide (NOx) and hydrocarbons (HC) by 50 percent and particulate matter (PM) by 90+ percent over the previous 2004 emission standards. To reduce particulate matter, a Diesel Particulate Filter (DPF) is used on all highway diesel trucks.
The DPF captures soot and larger sulfate particles in a series of ceramic honeycomb channels as gas passes through the porous material, and the particulates are trapped and accumulate on the channel walls. After thousands of miles, depending on the duty cycle, the DPF will eventually become clogged if nothing is done.
To prevent the DPF from clogging, the trapped particulates are burned off, and the filter is cleaned using a high temperature regeneration process (around 1,700 F in the Particulate Filter) that leaves a harmless ash and residue. There are different regeneration processes in the industry, including automatic regeneration, manual regeneration and DPF removal for an exchange or off-vehicle regeneration.
An example of both manual and automatic regeneration are trucks built on Workhorse’s W42 and W62 commercial chassis (9,400- to 23,500-lb GVWR) using MaxxForce diesel engines. The driver must monitor a series of instrument cluster system lamps that indicate various levels of low to full soot load with the DPF as determined by engine exhaust back pressure. Driving at highway speeds will cause automatic regeneration to occur. However, for low speed and stop-and-go city driving, manual regeneration is needed.
For this typical system, there are five levels of warning that indicate potential hazards and the action needed:
- Low Soot Load Buildup requires the driver to get up to highway speed to engage the automatic regeneration or to safely pull over and engage in manual Parked Regeneration.
- Exhaust Filter Is Full requires the driver to safely pull over and begin Parked Regeneration to prevent loss of power.
- Exhaust Filter Is Full and Engine Performance Is Limited means the driver needs to safely pull over and begin manual regeneration to prevent engine shutdown.
- Soot Overload is a serious engine problem that has occurred and the engine may shutdown soon. Safely pull off the road, turn on flashers, place warning devices and stop engine. DO NOT USE Parked Regeneration but call for service.
- Manual Parked Regeneration is a simple process of hitting a switch that increases the engine speed to a set rpm to achieve the temperature needed to burn off the soot. Needless to say, this will make the exhaust very hot, so the driver needs to take care to park away from people or combustible materials and vapors. This process takes about 30 minutes. To thoroughly clean the DPF system, the vehicle should also be run at highway speeds for 20 minutes after a manual regeneration.
It’s true that this process takes some time out of your day, but potentially serious consequences make it an important stop for every driver to make.
This brand new walk-in truck is the perfect office for utility projects. It’s equipped with the latest in clean engine technologies (great for idling operations), but that also means new maintenance routines like cleaning your DPF when it comes to next-gen diesel engines.
Mike Knaack is a technical writer for TaigMarks Inc., based in Elkhart, Ind.
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Placing spoils and products precisely is imperative for a mobile pro, especially one who knows how time consuming backing a dump truck is. The clever engineers at Side Dump Industries (SDI) consider this and came up with an innovative solution — dump trailers and dump bodies that expel product sideways (not out the back).
The Rogers family built its first side dump trailer in 1993 and has never stopped improving on the technology and design. Today, the company has evolved and applied side dump technology to an expanded product lineup: 1) SDI Construction side dump trailers for 1-5 axles and converter dollies; 2) SDI High Side Revolution Series side dump trailers with removable high sides for expanded hauling capacity; 3) SDI Contractors Series side dump trailers for use behind pickup trucks or tractors; and 4) SDI Side Dump Mini side dump trailers for use behind ATVs or lawn equipment. All will dump to either side and are made of steel.
“We believe high tinsel steel dump bodies, whether on a truck or a trailer, are very resistant to abuse of things such as rock, broken concrete and other bulky materials often transported in the construction industry,” says Ralph Rogers, owner and CEO at Side Dump Industries. “The cost of the material is a little more expensive to use in the manufacturing of our Side Dump Industries’ products, but the life of our trailers is extended, making it less costly for our customers in the end.”
Side Dump Industries offers many options to its customers, including, but not limited to: fender materials, load cover material, electric or manual tarping and lighting. All options are custom quoted. Visit the company’s new Web site for more info at www.sidedumpindustries.com.
Placing gnarly boulders is no problem with a customized Side Dump trailer. Increase cycle times with smarter equipment solutions.
By Jared Brox
Construction equipment downtime can be expensive and budgets and deadlines don’t wait for service calls — so it’s important for contractors to have reliable access to service mechanics in order keep their projects on track. For construction companies that don’t service their equipment internally, that usually involves calling the local equipment dealer and waiting for the next available field mechanic to make it out to the jobsite.
Greg Gitke knows this process well. He spent seven years as a field mechanic for a Caterpillar dealership in Gillette, Wyo., before starting his own independent field service operation, Gitke’s Field Service.
Gitke made the decision to go out on his own after listening to his customers share their frustrations of having to go through a dealer’s service department in order to get their equipment serviced.
“The customers I worked for at the Cat dealership said it would be nice to have a service mechanic on call that had a lot of experience, but didn’t necessarily work for a dealership,” Gitke says. “Someone who was experienced with the heavy equipment they use, but also had the abilities of a general mechanic.”
Other mechanics Gitke knew in the area purchased their own field service vehicles and seemed to be happy with the decision.
“The deciding moment for me came one day when a customer told me that if I was to purchase my own truck and was willing to travel, they could guarantee to keep me busy and make it well worth the expense.”
And that’s exactly what he did. Gitke purchased a Dominator mechanics truck from Iowa Mold Tooling Co. Inc. (IMT) and started Gitke’s Field Service in April 2007. He has been working steadily ever since, spending no less than 10 hours a day and usually six to seven days a week in the field on jobsites that include everything from grading and excavation to transportation projects. Gitke stays mainly in the Rocky Mountain region, which for him includes an area from Kansas to Utah and New Mexico to Montana. He says the fact that he is willing to travel just about anywhere at any time has been a major factor in his success.
“In my hometown of Gillette, I have a lot of competition. But few of them are willing to travel as much or as far as I do, and that is what has really been key to staying so busy.”
Gitke says his decision to buy high-quality equipment has paid off as well.
“I like the fact that when anybody on a jobsite sees my truck, they automatically assume that, because I chose to purchase such high-quality equipment, I must be the caliber of person who they want for the job.”
Besides the Dominator body, Gitke’s vehicle is also equipped with an IMT air compressor, a 400-amp welder and an IMT 6025 crane, which he says he chose because of its fast cycle times and because “it always lifts what it is rated to lift with no problem.” And because it’s not uncommon for him to have to work at night, Gitke also built himself three telescoping halogen work lights that attach to the truck.
Right now Gitke’s Field Service is a one-man operation, but he says he would like to expand in the future. “It’s pretty tough to find people who will travel around as much as I do, but in the future I do intend on making a home for myself back in Gillette and not personally traveling so much,” Gitke says. “I will also probably look to expand my business in other areas such as oil-field work and mining sites.”
Gitke says his next major purchase will probably be a knuckleboom truck. The vehicles and machinery used in the mining industry are much larger than most of the equipment he usually works on, so he will need something with a lot more power. Gitke’s path to independence makes an excellent case study for anyone planning on starting an independent field service operation. Leaving a steady job and investing in a service truck is a big decision, but there are a few ways to help make sure the transition is a smooth one.
1. Be flexible: Gitke didn’t build a successful business by working 8 a.m. to 5 p.m., Monday through Friday. His reputation as a versatile mechanic who is ready and willing to go whenever and wherever his customers may need him has become one of his best selling points.
2. Sub-contract for a large company: A large portion of Gitke’s business comes from a good relationship he has with a big construction company that does a lot of work in the Rocky Mountain region. When business is slow, he knows he will have some job security.
3. Invest in quality equipment: Independent service mechanics shouldn’t be their own best customers. It may cost more initially, but in the long run, proven reliable equipment could make all the difference. Gitke credits much of his success to his decision to purchase quality equipment.
“I couldn’t do what I’m doing now without it.” Gitke says. “I know it is quality equipment and it’s reliable. Most of the time I work somewhere in the field and the truck supports my entire operation. I can run all of my tools from the truck: air tools, jacks, etc. The crane is definitely important. Without this machinery, my business wouldn’t be anywhere near as efficient and successful.”
Jared Brox is a technical writer for Two Rivers Marketing, based in Des Moines, Iowa.
By Chris Gottschalk
If you are on your own to figure out how to use your trailer, you’re not the only one. Trailer laws vary from state to state, and most departments of motor vehicles are more concerned that the trailer is properly licensed than if the applicant is properly trained. A 2006 study done by the Master Lock Co. revealed that 70 percent of trailer owners did not know about proper towing practices or trailer safety.
However, only 37 percent felt they needed that information. Clearly, more people need to know that proper trailering practices exist and just what those practices are. What follows is a primer on trailer safety, from the moment you get ready for your trip to the moment you arrive at your final destination.
Before you even connect your trailer, give it a safety inspection. Check the trailer’s tires for good air pressure and low tread wear, then inspect the safety chains and make sure they are securely connected to the trailer. Inspect the wiring for any obvious signs of wear and tear too.* Since hauling a trailer is a strain on your car or truck, you should also check your vehicle’s tires and fluid levels.
Once you’re satisfied with the trailer’s condition, hook it up. If you use a bumper pull trailer, make sure that the trailer ball matches the size of the trailer hitch to make sure the trailer doesn’t get free while on the road. If it does come loose though, you’ll be glad you used the safety chains properly. Run them underneath the trailer’s tongue and cross them in order to provide the most stability.
The next step in hooking up a trailer is connecting the lights. Make sure the wires aren’t dragging on the ground and use electrical tape or duct tape to fasten them to the trailer tongue if they are. Afterward, you’ll need to check the lights, preferably with the help of another person. Finally, raise the trailer jack up and make sure it won’t drag.
Once you’ve hooked the trailer up, you can start loading it. Position your cargo between the axles and the front of the trailer, making sure the heaviest items are on the bottom. Too much cargo at the top or rear of the trailer may cause the trailer to flip or jackknife. Secure the cargo with ratchet straps and bungee cords, although old-fashioned rope will work too.**
After you’ve loaded the trailer, you can finally start driving. Don’t accelerate or brake abruptly and absolutely do not speed. Give yourself extra space for cornering, especially on right-hand turns. At first you’ll want to avoid busy roads, but hauling a trailer without other drivers pressuring you is helpful even after you’ve had a few years of experience.
Check your trailer at least every time you stop for gas. Tighten your cargo straps and check the safety chains and wiring connection. Make sure the tires still have good air pressure, and while you’re inspecting the tires place your hand near the hub of each trailer wheel to make sure it isn’t too hot. If it is, the trailer may have a bad bearing or a sticking brake.
While the above information may seem like a lot to remember, the truth is that most of these rules just require commonsense and caution.*** By applying a bit of both, you’ll be able to avoid many trailer hauling hazards.
* www.fthr.com/userfiles/file/trailer-maintenance.pdf — more comprehensive maintenance schedule.
** www.sherline.com/lmbook.htm#refrn10 — more detailed loading guidelines, as well as additional hitching and driving tips.
*** www.fthr.com/trailer-resources/owners-manuals/ — features three information-intensive PDFs, well worth the time of anyone who wants a more in-depth knowledge of trailer use.
Chris Gottschalk is a web content manager for Featherlite Trailers, based in Cresco, Iowa.
By John Leisner
Engine-driven welding generators are synonymous with service trucks. The fabrication process of joining, fixing and re-engineering materials and metals is an essential component to servicing landscape and construction equipment. Choosing the right engine drive for your truck prepares you for whatever repairs you encounter in the field. Take into account the following factors and you’ll never be caught shorthanded on a critical repair.
Cutting/Gouging
The first step in repairing a broken piece of steel is cutting out the damaged portion. An oxy-fuel torch can be found on most trucks, but choosing the right engine drive gives you two additional options: plasma cutting and carbon arc gouging. Plasma cutting is an arc cutting process that creates a constricted arc that melts a small work area and then removes it with a constricted flow of a hot, ionized gas (standard compressed air). This process cuts all metals that conduct electricity. Plasma cutters offer lightweight portability and can cut steel up to 3/4 in. with 10,000 watts of power from an engine drive.
Carbon arc gouging is a cutting process by which metals are melted by the heat of an arc using a carbon electrode. Molten metal is then forced away from the cut by a blast of forced air. It is available on most engine drives; machines that offer at least 300 amps of power at a high-duty cycle work best for gouging. If you need to remove a lot of metal, look for an engine drive with a peak output of at least 500 amps. This lets you run 3/8-in. diameter carbons, so you’ll get the job done faster.
Welding
Selecting the right machine is based largely on the type of welding and consumables required to do the job. One of the most common welding processes is stick welding, a method that joins metal by heating it with an arc between a covered metal electrode and the work piece. Filler metal is deposited by the electrode and shielding is provided by the electrode’s covering. The key factor when stick welding is the electrode diameter. A 1/8-in. electrode welds at about 145 amps while a 5/32-in. rod experiences optimal performance at 180 amps. An engine drive with a 40-percent duty cycle at 250 amps offers more than enough welding power to fill most stick welding needs.
Flux cored welding is also popular in the field because the wire is self-shielded and offers less chance of contamination than a solid wire with shielding gas. Like MIG welding, flux cored welding joins metal by heating it with an arc between a continuously fed filler metal electrode and the work piece. Flux cored electrodes, however, contain a flux within the electrode that provides atmospheric shielding and other process benefits. An engine drive with constant voltage (CV) output provides superior wire welding performance over a constant current (CC) machine. Amperage requirements vary based on the type and diameter of wire used, but a 250- to 300-amp machine is sufficient for most applications.
Power Generation
Engine drives offer power generation capabilities ranging from 5,000 to 20,000 watts. Choosing the right one for your truck depends on the type of tools you run and if you need to simultaneously weld and run other tools. Knowing the wattage needed to run tools such as grinders (1,800 watts), cut-off saws (up to 2,400 watts) and air compressors (8,200 starting watts) will help you pick the right unit. Some engine drives even have two generators — one for welding and one dedicated to running other tools. This allows two people to work off the same machine without any concerns over generator power usage interfering with the welding arc.
Space and Weight
The size and weight restrictions of your truck may also determine the type of engine drive you choose. Smaller units have a very small footprint and can weigh as little as 345 lbs while still offering 6,500 watts of generator power. Larger units even combine an air compressor with the welder and generator. This saves space but such units can weigh up to 2,000 lbs. Other units are designed especially to direct airflow out the top of the machine, eliminating the chance of airflow being blocked when the unit is truck mounted. This reduces overheating and extends the life of the machine. Know your weight, size and mounting restrictions so that you can make an educated choice that fits your truck’s needs.
Fuel
What type of fuel do you need or prefer? Most engine drives are available in gasoline, diesel and even LP. Gas engines offer a lower product cost, reduced weight and a smaller size while diesel engines use 20 to 35 percent less fuel, have longer engine lives and are required on some sites. Choose whichever fuel option best suits your needs and work environment.
John Leisner is a product manager with Miller Electric Mfg. Co., based in Appleton, Wis.
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