The Tommy Gate G2 Series is a dual-cylinder, parallel-arm design which utilizes a pair of hydraulic cylinders to lower and raise the lift by applying direct power to both sides of the platform. G2 Series Lift-N-Dump models include all the same features and functions of other G2 Series liftgates, but also offer a unique dump-through capability to be used with dump bodies.
A fleet manager’s job is focused on the little things. A tenth of an MPG here, an extended maintenance cycle there—across a fleet, these seemingly small points can add up to significant profits. The same goes for truck tire inflation: a few PSI in the right direction can go a long way, while a few PSI in the wrong direction is potentially disastrous. Tires are one of the most expensive components of the truck, and so the importance of keeping them in the ideal shape should come as no surprise, especially considering the substantial weight that air is supporting.
“Under-inflation is the biggest issue in the industry,” says Sharon Cowart, product marketing director for Michelin Americas Truck Tires. “It is the number one cause of premature tire removal.
It should come as no surprise that the focus of this year’s Commercial Vehicle Safety Alliance Roadcheck will be hours of service (HOS) compliance.
On June 5-7, the Commercial Vehicle Safety Alliance’s (CVSA) International Roadcheck will take place. This is the annual 72-hour period when commercial motor vehicle inspectors conduct inspections on motor vehicles and drivers.
It should come as no surprise that the focus of this year’s Roadcheck will be hours of service (HOS) compliance. With the recent full enforcement of the electronic logging device mandate, it makes sense that this is what CVSA chose as its focus. And while the ELD mandate did not change the hours of service rules, it did help shed light on compliance with the HOS regulations.
It’s also probably a result of what happened during last year’s safety blitz when violations for hours of service was the number one reason drivers were placed out of service. CVSA reported a whopping 32% of drivers placed out of service for violations related to hours of service.
Ensuring hours of service compliance is a fleet-wide responsibility. It goes without saying that fleets should already have ELDs installed on all their trucks and if they don't, they better get on that today.
Fleet management also needs to take time to reinforce to drivers and dispatchers that it expects adherence to hours of service rules and will not tolerate dispatchers pressuring drivers to drive past their legal hours nor drivers who violate the rules. Drivers’ hours should be meticulously tracked, making it easier for dispatchers to see which drivers have legal hours left to ensure they meet their customers’ need while staying in compliance.
Dispatchers need to make sure they review driver hours and only
assign drivers to loads when those drivers can make those deliveries
observing the rules of the road including speed limits, and drivers who
had been gaming the system by fudging on paper logs need to review hours
of service so they can stay in compliance.
The CVSA website reminds us that while hours of service are the focus
of Roadcheck, inspectors will be conducting Standard Level 1
Inspections, the 37-step procedures that include an examination of the
driver as well as the vehicle’s mechanical fitness. Now is also the time
to insist drivers do their DVIRs and that your maintenance personnel
pay attention to the issues drivers are bringing to their attention.
You still have time to prepare your drivers and vehicles for
Roadcheck and ensure your trucks aren't the ones taken out of service
June 5 through 7.
Ford is resuming production of the F-150 pickup at Dearborn Truck
Plant on Friday. Ford team has also successfully repaired the supply
chain for Super Duty; production targeted to restart by Monday for Super
Duty at Kentucky Truck Plant and F-150 at Kansas City Assembly Plant
Ford marshaled a global team of experts, that included partners and
suppliers, following a May 2 fire at Meridian Magnesium Products in
Eaton Rapids, Mich., to quickly refurbish and relocate tooling needed to
produce parts for the Ford F-150, Super Duty and five other vehicles –
Ford Expedition, Explorer, Flex and Lincoln Navigator and MKT
Because of this quick action, Meridian is producing truck parts
again at its Eaton Rapids facility. Plus, Ford airlifted tooling to a
Meridian facility in the U.K. to produce parts for F-150, which will
further speed production ramp-up
Ford Expedition, Explorer, Flex and Lincoln Navigator and MKT production continue uninterrupted
Company reaffirms 2018 adjusted EPS guidance range of $1.45 to
$1.70; expects adverse impact of $0.12 to $0.14 per share in second
quarter due to lost production 1
DEARBORN, Mich., May 16, 2018 – Ford Motor Company is
restarting production of the popular F-150 at Dearborn Truck Plant
Friday after just over one week of downtime. The company has also
successfully repaired the supply chain for Super Duty, with production
targeted to restart by Monday at the Kentucky Truck Plant as well as the
Kansas City Assembly Plant that also makes F-150 pickups.
This follows the massive May 2 fire at the Meridian Magnesium Products facility in Eaton Rapids, Mich.
Ford teams, together with suppliers including Walbridge and other
contractors, worked nearly around the clock to get America’s
best-selling vehicle franchise back on line as quickly as possible.
The teams removed 19 dies from Meridian’s badly damaged facility, and
in one case, moved an 87,000-pound die from Eaton Rapids, Mich., to
Nottingham, U.K., via an Antonov cargo plane – one of the largest in the
world – in just 30 hours door-to-door. A die is a tool used to cut or
shape material using a press.
“Faced with unexpected adversity, the Ford team, including our global
supply partners, showed unbelievable resiliency, turning a devastating
event into a shining example of teamwork,” said Hau Thai-Tang, Ford’s
executive vice president of Product Development and Purchasing. “Thanks
to their heroic efforts, we are resuming production of some of our most
important vehicles ahead of our original targets.”
Work started immediately in the aftermath of the May 2 fire. Teams
removed and remediated safety concerns – including dangling siding – and
restored electricity, gaining approval to access the site while debris
still smoldered inside.
This allowed Ford and Meridian to safely retrieve and relocate tools
to more quickly resume part production and work to minimize the
financial impact of the stalled plants.
Ford recovered, repaired and validated most dies that were at the
Eaton Rapids facility, and Meridian is now producing parts for the F-150
at two locations – Eaton Rapids and Nottingham, U.K.
bolsters for Super Duty is also restarting at the Eaton Rapids plant.
Under normal circumstances, moving tooling the size of a bolster die
would take approximately 10 days just to get the proper import and
export approvals. However, Ford and its suppliers managed to cut the
total time for the entire move to 30 hours, including trans-Atlantic
When the team removed the die from the Eaton Rapids factory, it was
shipped to Rickenbacker International Airport in Columbus, Ohio.
Rickenbacker had both the capacity to handle such a large piece of
equipment and allowed an Antonov An-124 Russian plane, one of the
largest planes in the world – typically used to transport trains, dump
trucks and even a 25-foot sea yacht – to take off as soon as the
equipment was loaded.
Nearly 4,000 miles away, a team in Nottingham was waiting to receive
the die and take it to Meridian’s nearby factory. In between, the Ford
team received a U.K. import license for the die – a mere two hours
before the plane touched down.
Parts produced at Nottingham are being shipped via daily flights on a
Boeing 747 jet until production in Eaton Rapids returns to pre-fire
Inventories of Ford’s best-selling F-Series pickups and other
vehicles remain strong and customers won’t have a problem finding the
model they want.
1 Adjusted earnings per share is a non-GAAP financial
measure. Ford does not provide guidance on an earnings per share basis,
the comparable GAAP financial measure. Ford’s earnings per share in 2018
will include potentially significant special items that have not yet
occurred and are difficult to predict with reasonable certainty prior to
year-end, including pension and OPEB remeasurement gains and losses.
Cautionary Note of Forward-Looking Statements Statements included or incorporated by reference herein may
constitute “forward-looking statements” within the meaning of the
Private Securities Litigation Reform Act of 1995. Forward-looking
statements are based on expectations, forecasts, and assumptions by our
management and involve a number of risks, uncertainties, and other
factors that could cause actual results to differ materially from those
stated, including, without limitation:
Ford’s long-term competitiveness depends on the successful execution of fitness actions;
Industry sales volume, particularly in the United States, Europe, or
China, could decline if there is a financial crisis, recession, or
significant geopolitical event;
Ford’s new and existing products and mobility services are subject to market acceptance;
Ford’s results are dependent on sales of larger, more profitable vehicles, particularly in the United States;
Ford may face increased price competition resulting from industry excess capacity, currency fluctuations, or other factors;
Fluctuations in commodity prices, foreign currency exchange rates,
and interest rates can have a significant effect on results;
With a global footprint, Ford’s results could be adversely affected by economic, geopolitical, protectionist trade policies,
or other events;
Ford’s production, as well as Ford’s suppliers’ production, could be
disrupted by labor disputes, natural or man-made disasters, financial
distress, production difficulties, or other factors;
Ford’s ability to maintain a competitive cost structure could be affected by labor or other constraints;
Pension and other postretirement liabilities could adversely affect Ford’s liquidity and financial condition;
Economic and demographic experience for pension and other
postretirement benefit plans (e.g., discount rates or investment
returns) could be worse than Ford has assumed;
Ford’s vehicles could be affected by defects that result in delays in new model launches, recall campaigns, or increased
Safety, emissions, fuel economy, and other regulations affecting Ford may become more stringent;
Ford could experience unusual or significant litigation,
governmental investigations, or adverse publicity arising out of alleged
defects in products, perceived environmental impacts, or otherwise;
Ford’s receipt of government incentives could be subject to reduction, termination, or clawback;
Operational systems, security systems, and vehicles could be affected by cyber incidents;
Ford Credit’s access to debt, securitization, or derivative markets
around the world at competitive rates or in sufficient amounts could be
affected by credit rating downgrades, market volatility, market
disruption, regulatory requirements, or other factors;
Ford Credit could experience higher-than-expected credit losses,
lower-than-anticipated residual values, or higher-than-expected return
volumes for leased vehicles;
Ford Credit could face increased competition from banks, financial
institutions, or other third parties seeking to increase their share of
financing Ford vehicles; and
Ford Credit could be subject to new or increased credit regulations,
consumer or data protection regulations, or other regulations.
We cannot be certain that any expectation, forecast, or assumption
made in preparing forward-looking statements will prove accurate, or
that any projection will be realized. It is to be expected that there
may be differences between projected and actual results. Our
forward-looking statements speak only as of the date of their initial
issuance, and we do not undertake any obligation to update or revise
publicly any forward-looking statement, whether as a result of new
information, future events, or otherwise. For additional discussion,
see “Item 1A. Risk Factors” in our Annual Report on Form 10-K for the
year ended December 31, 2017, as updated by subsequent Quarterly Reports
on Form 10-Q and Current Reports on Form 8-K.
About Ford Motor Company
Ford Motor Company is a global company based in Dearborn,
Michigan. The company designs, manufactures, markets and services a full
line of Ford cars, trucks, SUVs, electrified vehicles and Lincoln
luxury vehicles, provides financial services through Ford Motor Credit
Company and is pursuing leadership positions in electrification,
autonomous vehicles and mobility solutions. Ford employs approximately
202,000 people worldwide. For more information regarding Ford, its
products and Ford Motor Credit Company, please visit www.corporate.ford.com.
Editorial video documentary around the world premiere of the new Volvo
FL Electric in Gothenburg on April, 12th, 2018 with first driving scenes
on public roads and quotes of Ann-Sofie Hermansson, Mayor of
Gothenburg, and Claes Nilsson, President Volvo Trucks.
Most readers of Government Fleet are seasoned professionals pursuing careers either in public fleet management or in corporate roles in support of public sector fleets. For a moment, however, put aside your current career history and aspirations and try to remember when you were a younger person, weighing career options and considering just what path to take.
The public fleet industry is on the threshold of a truly cosmic shift, and it’s quite possible that young people today are looking at our industry and questioning those options. We should, as those young people may be doing, consider what this shift will mean when it occurs.
The shift will be toward a predominance of electromotive powertrain technology and away from the internal combustion engine (ICE). Is it true that the demise of the ICE is greatly overstated, or, should we, like those young people still contemplating their career paths, be reading the tea leaves and presume they portend a very different future for us?
Alliance with Autodesk includes advanced AI-based generative design technology and 3D printing advancements to help lighten and transform future
DETROIT – General Motors is using new, advanced software design technology to introduce the next generation of vehicle lightweighting. The technology is key to developing efficient and lighter alternative propulsion and zero emission vehicles.
GM is the first automaker in North America to use new generative design software technology from Bay Area-based software company Autodesk. It uses cloud computing and AI-based algorithms to rapidly explore multiple permutations of a part design, generating hundreds of high-performance, often organic-looking geometric design options based on goals and parameters set by the user, such as weight, strength, material choice, fabrication method, and more. The user then determines the best part design option.
“This disruptive technology provides tremendous advancements in how we can design and develop components for our future vehicles to make them lighter and more efficient, said GM Vice President Ken Kelzer, Global Vehicle Components and Subsystems. “When we pair the design technology with manufacturing advancements such as 3D printing, our approach to vehicle development is completely transformed and is fundamentally different to co-create with the computer in ways we simply couldn’t have imagined before.”
GM is leading the industry into the next phase of vehicle lightweighting. The new design technology provides significantly more vehicle mass reduction and parts consolidation opportunities that cannot be achieved through traditional design optimization methods.
GM is utilizing the innovative technology on future product designs. GM and Autodesk engineers have applied this new technology to produce a proof-of-concept part – a seat bracket – that is 40 percent lighter and 20 percent stronger than the original part. It also consolidates eight different components into one 3D-printed part.
As part of a multi-year alliance focused on innovation, GM and Autodesk will collaborate on projects involving generative design, additive manufacturing, and materials science. Executives and engineers from the two companies will participate in a series of onsite engagements to exchange ideas, learnings, and expertise. GM also has on-demand access to Autodesk’s full portfolio of software and technical specialists.
“Generative design is the future of manufacturing, and GM is a pioneer in using it to lightweight their future vehicles,” said Scott Reese, Autodesk Senior Vice President for Manufacturing and Construction Products. “Generative technologies fundamentally change how engineering work is done because the manufacturing process is built into design options from the start. GM engineers will be able to explore hundreds of ready-to-be-manufactured, high-performance design options faster than they were able to validate a single design the old way.”
GM has been a leading end-user and innovator in additive manufacturing. For more than three decades, GM has used 3D printing to create three-dimensional parts directly from digital data through successive addition of layers of material. GM possessed the first and has some of the auto industry’s most comprehensive 3D printing capabilities in the world with more than 50 rapid prototype machines that have produced more than 250,000 prototype parts over the last decade.
Since 2016, GM has launched 14 new vehicle models with a total mass reduction of more than 5,000 lbs., or more than 350 pounds per vehicle. Most of the weight reduction are a result of material and technology advancements. Of those models, more than half of the vehicles shed 300-pounds or more including the all-new 2019 Chevrolet Silverado, which reduced mass by up to 450-pounds.
Eliminating mass in parts where material is not required for performance combined with parts consolidation yields benefits for vehicle owners including the potential for more interior space and vehicle content, increased range, and enhanced vehicle performance. It also paves the way for new features for customers and provides vehicle designers a canvas on which to explore designs and shapes not seen today.
General Motors Co. (NYSE: GM, TSX: GMM), its subsidiaries and joint venture entities produce and sell vehicles under the Chevrolet, Cadillac, Baojun, Buick, GMC, Holden, Jiefang and Wuling brands. GM has leadership positions in several of the world's most significant automotive markets and is committed to lead the future of personal mobility. More information on the company and its subsidiaries, including OnStar, a global leader in vehicle safety, security and information services, can be found at http://www.gm.com.
Autodesk (NASDAQ: ADSK) makes software for people who make things. If you've ever driven a high-performance car, admired a towering skyscraper, used a smartphone, or watched a great film, chances are you've experienced what millions of Autodesk customers are doing with our software. Autodesk gives you the power to make anything. For more information visit autodesk.com or follow @autodesk.
Say goodbye to the aggravation of a normal truck bed. With CargoGlide,
you can stop crawling in the back of your truck or van every time you
need to reach your gear. So, stop scuffing your knees and hurting your
back! Install a CargoGlide in your truck or van and get your gear and
materials out where you need them! Loading and unloading your tools,
toys or any other materials is considerably faster, safer and easier
when you have a CargoGlide.
Reduce Truck GVW By Up To 600 lbs With VMAC’s PTO Driven Air Compressor & Hydraulic Pump
When spec’ing out equipment for a medium duty Class 5 truck with a max GVWR of 19,500 lbs, like a Ford F550, every pound counts. Truck upfitters are supplied with a list of required equipment from a customer, and it can be tough to accommodate everything when under tight weight restrictions. Preferring not to upsize to the next weight class, upfitters and customers are always looking to get creative with Lightweighting and save as much weight as possible, while retaining functionality on their service trucks.
VMAC DTM70-H PTO Driven Air Compressor & Hydraulics Saves Weight
VMAC’s Direct-Transmission Mounted PTO Driven Air Compressor & Hydraulics (DTM70-H) weighs only 180 lbs and combines two systems, allowing customers to run both the air compressor and the hydraulic pump at the same time. Combining these two types of power into one innovative multi-power system not only saves space, but also reduces weight on service trucks to save up to 600 lbs. This PTO driven system saves hundreds of pounds of weight as it requires no air storage tank to mount on the truck deck and requires a 50% smaller hydraulic tank size compared to other hydraulic systems.
What would you do with up to 600 lbs of weight reduction on your service truck? Some ideas include:
Carry more materials or equipment
Take advantage of better fuel economy
Install taller tool cabinets
Downsize your service truck classification
More on the DTM70-H PTO Driven Multi-Power System
The DTM70-H is a direct-transmission mounted multi-power system that is designed for the F250-550 Super Duty 6.7L Power Stroke Diesel. As described above, these light and medium duty trucks benefit from lightweighting initiatives, which can help provide more options for customers.
While lightweighting is becoming an increasingly important consideration, the performance of the equipment used cannot be compromised. Here are some fast stats on the DTM70-H:
Up to 70 CFM @ 175 psi*
A VMAC North-American made rotary screw air compressor produces up to 70 CFM at 100% duty cycle. This provides enough CFM for air tools such as 1” impact wrenches, 60 lb jackhammers/pavement breakers, backfill tampers, OTR tire inflation, and more.
Up to 14.9 GPM @ 3,265 psi*
The DTM70-H control system integrates with standard crane controls for easy and simultaneous operations with the air compressor.
*Dependent on pump size and engine RPM.
Visit the DTM70-H product page for more information, and to request a quote.
Ed Peper, U.S. vice president of General Motors Fleet, talks about the
new Chevrolet Silverado 6500HD at the Work Truck Show in Indianapolis,
bringing Chevrolet back into the medium-duty commercial truck market.
Historically, Total Base Number (TBN) has been a key indicator of remaining useful oil life in heavy duty engine oils. While acid neutralization is still an important function of engine oil, changes in engine design and the move to Ultra Low Sulfur Diesel (ULSD) fuels have decreased the amount of acids produced in the engine and also resulted in generally weaker acids being produced.
The test methods
ASTM D2896 is the test method most commonly used to measure TBN on new oils. Use of a very strong acid identifies both “hard” and “soft” TBN, giving the total alkalinity reserve of the sample. The value obtained from this test is the number reported on most technical data sheets.
ASTM D4739 is the test favored by oil analysis labs on used oil samples. Using a weaker acid, it only identifies alkalinity from metallic elements like calcium, magnesium, and zinc. These metals are often doing double-duty in the oil (calcium provides detergency and acid neutralization; zinc in the popular antiwear additive ZDDP also contributes to anti-oxidation). This test does not identify newer ashless (i.e. non-metallic) additives, and reported values will be lower versus ASTM D2896.
The spread in values between the two test methods is now three times bigger than it was during CI-4+ and double that of CJ-4.
Engine OEMs have noticed
A quick and easy rule of thumb for most oil analysis laboratories and many fleet maintenance managers is to drain the oil when the TBN reaches 1/3 of its starting value or 3.0 mg KOH/g, whichever comes first. Detroit recently released its 2018 Service Bulletin (DDC-SVC-BRO-0001) in which it has removed TBN limits entirely from the used-oil analysis parameters. Discussions with other key engine builders has revealed that they have noticed that used-oil TBN values are often very low – sometimes below 1.0 mg KOH/g – yet without any additional indications of adverse oil condition. We expect other engine builders in time to follow Detroit’s lead and either update or eliminate their TBN guidelines.
What to monitor if not TBN?
When looking at used oil analysis reports, the full range of available data should always be considered. A better practice is for Oxidation/Nitration values above 25 units to get your attention, with a condemning limit between 35–40. This measure also should be paired with the viscosity trend to determine when oxidation is about to accelerate.
Relevant or relic?
Because additive chemistry has shifted, standard used-oil TBN testing protocol simply doesn’t provide the same level of insight that it once did. In the last 20 years much has changed – diesel fuel has dropped from 500 parts per million sulfur to a max of 15 ppm, fewer and weaker acids are found in used oil, engine designs have evolved, and oil chemistry has improved dramatically. While TBN was once an easy and effective way to predict remaining oil life, it no longer bears that relevance.
This article was sponsored by Phillips 66 Lubricants. For more information, please visit our website at www.phillips66lubricants.com