PTO Driven Air Compressor Now With Hydraulics: Save 600 lbs in GVW

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.

2019 Chevrolet Silverado 6500HD Unveil at The Work Truck Show

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.

 Read more about the three new medium-duty commercial trucks: http://www.worktruckonline.com/news/s...

Mid-West truck show 2018

This is a review of the Mid-West truck show in Peoria Illinois 2018. Cool little show all about business and to the point. Check it out, see you next year.

How To Slide The Tandems & 5th Wheel

I scaled my load and was overweight on my tandems. I explain how to resolve the problem.

Overweight on tandems. How to fix a weight issue. How to scale a load.

I scaled my load and was overweight on my tandems. I explain how to resolve the problem.

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Understanding Total Base Number in today’s HD engine oils

 

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