Spec'ing truck components

Spec’ing truck components

From fuel efficiency to driver satisfaction to profitability, there is much for fleets to consider when spec'ing components on new vehicles.

From fuel efficiency to driver satisfaction to benefiting the bottom line, there is much for fleets to consider when spec’ing components on new vehicles. With constant advances in performance and design, keeping up with the latest and greatest options can be a challenge, particularly for fleets that have not made new truck purchases in a few years.mack pinnacle

To help streamline the process, we talked to a handful of truck OEMs, drivetrain and engine manufacturers to get recommendations on where to start and how to proceed when it comes to making the smartest possible purchases.

Drivetrain options
According to Shane Groner, product planning manager for transmissions, Eaton Corp., first and foremost when it comes to spec’ing a drivetrain is identifying the application in which the vehicle will be used. Consider the intended purpose of the truck – for example, will it be used in construction work, line haul work or city delivery work?

“From there, you can step back and put together an overall vehicle spec that will most effectively meet other criteria such as fuel efficiency, performance, durability and desired warranty,” he says. “Then you should always start with selecting an appropriate engine, followed by a host of other specs including the best transmission, rear axle ratio, tire size and more. That way you can get the best appropriate powertrain for what you are going to do.”

Groner cautions that fleets should never fall into the trap of “one size fits all.”

“When you spec one size, you are pretty much stuck with one engine, you are stuck with one transmission and one ratio that you are going to have to try to press into your application,” he says. “In most cases, doing that will force you to give up something in terms of fuel economy and performance, or in some cases, both.”
meritor fuelite axle with q plus brakes
Matthew Stevenson, general manager of DriveForce and marketing for Meritor, agrees that application is key. “When spec’ing drivetrains, a thorough understanding of the application the truck is entering far and away is the most important consideration. From there, you can then determine where to optimize the vehicle powertrain for the best performance.

“Different applications can have different operating priorities,” he adds. “For some fleets, minimizing overall vehicle weight may be a primary specification driver, while others may want the most robust components at all cost. For example, you wouldn’t want to sacrifice durability in a logging truck to gain a few tenths of a percent in fuel economy.”

To avoid making spec’ing mistakes, Stevenson recommends fleets keep up-to-date on industry changes, new technologies and regulatory mandates. They also should take advantage of OEM supplier field forces, like Meritor’s DriveForce organization, which has more than 100 dedicated representatives throughout North America to help answer fleets’ questions on vehicle specifications.

“Take advantage of the expertise available to you,” he advises. “There is some really great technology out there. Don’t be afraid to be open to new technologies, as Meritor is making significant progress in fuel savings, safety and lightweight technologies.”

Eaton’s Groner echoes that advice, adding the company’s Roadranger field organization offers experts who help make sure fleets get “the right product, the right spec” in a vehicle.

So what options should fleets consider when it comes to spec’ing for driver satisfaction? According to Meritor’s Stevenson, drivers frequently request enhanced safety features, including disc brakes and collision mitigation systems like the MeritorWABCO On-Guard system.
cummins isx15 engine
Eaton’s Groner recommends spec’ing anything that can make drivers’ jobs easier and help bring about a better bottom line. “That’s where our lineup of automated transmissions comes into play,” he says. “With automation, and not having to use a clutch, drivers have one less thing to worry about while driving. They can better focus their eyes on the road, and will typically be more refreshed, more alive at the end of the day. And all of that, of course, means better productivity.”

Engine selection
To ensure all aspects of a fleet’s operations are considered when spec’ing an engine, Brad Williamson, manager of engine and component marketing for Daimler Trucks North America, recommends fleets involve an engine OEM expert from the beginning. “Be sure to share with them as much information as you can about all aspects of the fleet’s operations,” he says, adding questions to ask include: Will the duty cycle change over the life of the unit? Haul singles and/or doubles? Are you going to change road speed?

He adds fleets should focus on striking the correct balance to maximize performance and fuel economy. “This includes considering the highest required horsepower and torque; determining how long you want the engine to last based on the required rating; selecting the appropriate drivetrain components to put the engine in the ‘sweet spot’ at the desired road speed; and selecting/setting the appropriate engine features to achieve optimal operation.”

According to Williamson, common engine spec’ing mistakes include:

• Too much or too little HP and torque for the duty cycle.

• Incorrect axle ratio, causing drivers to fight the vehicle once inoperation.

• Not sharing enough information about customer plans/requirements for the vehicle.

• One size does not fit all—there is no replacement for displacement.

• Not using all of the engine features to their full advantage to assist drivers in achieving good fuel economy.detroit dd15 engine

“Fleets tend to continue to spec new equipment just like they spec’d their older equipment without understanding current gearing recommendations,” says Louis Wenzler, technical sales support director for Cummins. “Additionally, they’re not utilizing key electronic engine features such as Gear Down Protection, Load Based Speed Control and Idle Shutdown. It’s important that these features be enabled and set properly to achieve the best fuel economy.”

He notes Cummins offers its PowerSpec tool (www.powerspec.cummins.com), which includes a gearing calculator that provides proper gearing recommendations, as well as the ability to configure electronic features like those mentioned above.

In terms of spec’ing new trucks for fuel efficiency, it’s important to consider proper gearing for fuel economy. “Today’s engines operate at lower RPMs than they did three or four years ago,” Wenzler adds. “It’s important to understand gearing recommendations and spec engines accordingly. For example, Cummins’ current gearing recommendations for an ISX15 425 SmartTorque with transmission/axle is 1,370 RPM at 65 MPH.”

Aside from the engine, Wenzler also notes fleets should consider a complete vehicle aerodynamic package, along with fuel-efficient (low rolling resistance) tires.

Scott DeWyse, applications engineer for Eaton, says, “When it comes down to spec’ing specifically for fuel economy, for a typical line haul application, you almost always have to start with the engine. Your best bet is to connect with an engine representative who will know the best way to put fuel through their engines. They are the experts. It’s the engine guys who know how their engines are going to react when it comes to a specific application.”
Freightliner Cascadia Evolution
Truck options
When it comes to vehicle selection, Frank Bio, Volvo Trucks product manager, recommends truck buyers “performance spec,” rather than “component spec.”

“By performance specifying, customers receive the most current benefits from recent OE and supplier advancements. This is very important today with customers who have been out of the market for two or three years.  Imagine specifying a drivetrain from just three years ago compared to today.”

He adds buyers need to pay as much attention to performance details as they have in the past with component specs. “Component specification is an easy ‘checklist,’ but performance specification takes a better understanding of the vehicle application and operational requirements.

Jerry Warmkessel, Mack Trucks highway marketing manager, advises fleets visit OEM websites to access a company’s offerings and learn what they need to know about a specific component.

He notes the driver’s seat is one of the most under-spec’d components on the highway product side. “Comfort is critical to keeping drivers happy. I don’t think you can over-spec a truck when it comes to features that are either safety- or comfort-related—both should be a high priority.”

Avoiding mistakes
Eaton’s DeWyse says one key mistake fleets make is not fully understanding a vehicle’s application. If this occurs, buyers are not able to fully articulate what it is they expect out of that truck to the dealer with whom they are working—therefore, they get the wrong truck.

“Another mistake we see is fleets trying to spec a truck piece by piece,” he adds. “They like this transmission, this axle and this engine. They then ask the dealer to just go ahead and bolt everything together. A better way to spec is to go ahead and identify the things you like, and then step back and see what can be adjusted to make it even better.

“We also see mistakes being made after the vehicles have already been spec’d. After a year or so of service, they want to change the cruise speeds on trucks that were spec’d to run at 68 MPH and they re-program the trucks to run at 62 MPH.”

This often creates a situation where a truck is running a gear down more than it runs in top gear, poorly affecting fuel economy. “Once you spec a truck for a certain cruise speed, leave it at that cruise speed, because that is where it is optimized to run,” DeWyse adds.

When it comes to spec’ing components for new truck purchases, there are many resources available for fleets to consult. It is well worth putting in the extra time and effort before making a purchase in order to ensure new equipment meets the exact needs of a particular application. Or, as Eaton’s Groner states, “The hour or two that you will spend up-front will probably make you thousands of dollars in future savings.”
Clearly, that’s an investment worth making.


Buying new truck tires? Five tips to help you optimize your investment

“When preparing to invest in new truck tires, make it a point to consider how much money you spend during a tire’s whole, useable life—not just how much the tire costs initially,” says Tim Miller, customer marketing manager, Commercial Tire Systems, Goodyear Tire & Rubber Co.

Here are five things to keep in mind when looking for new truck tires, according to Miller:

Buy from an expert. Find a commercial tire dealer who is as concerned about keeping you in business as he is about keeping himself in business.

Play the match game. Match the right tire to the right vehicle application. Again, it pays to consult a commercial tire dealer, who can make expert recommendations.

Cheaper does not mean better. Look for tires with premium casings that can be retreaded multiple times. Even if you prefer not to retread, the casings can have resale value.

Keep retreading in mind. Retreaders can offer retreaded tires that match the tread designs of new tires while providing like-new performance and appearance.

Maintenance is critical. Routinely check your tires’ air pressure levels. Also, consider having your trucks routinely aligned. Remember, tires that run straight down the road wear best. It pays to establish a maintenance program for your trucks and tires.

Also maintain your truck’s suspension and steering system components. “Worn shocks, bearings and tie rod ends can contribute to faster tire wear,” Miller adds.


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