Thursday, June 29, 2017

VMAC GAS DRIVEN AIR COMPRESSORS WORK SMARTER, NOT HARDER

WORK SMARTER, NOT HARDER, WITH VMAC’S G30 GAS DRIVEN AIR COMPRESSOR

30CFM Gas Drive Air Compressor Backview

We all know in the industry that time is money, but how much is your time really worth? How much is your employees’ time worth, or the value of your entire fleet’s services each day? How ever you decide to quantify the cost of wasted minutes and hours, it’s clear that to be successful, waste must be minimized.

This is where the VMAC G30 air compressor comes in. This rotary screw gas driven air compressor is your equipment MVP for getting jobs done faster. Get on-demand air in the time it takes to walk from your truck to your tool; no more waiting around for the air pressure to build. And with 30 CFM at 100% duty cycle, you can get through your jobs in less time and with no interruptions.

Whether your goal is to finish work faster to get home and relax, or squeeze in a few extra jobs before the end of the day, the VMAC G30 air compressor is able to handle your on-demand air requirements, every time. This gasoline powered air compressor was designed with functionality and convenience in mind—here are the facts:

  • VMAC’s G30 offers up to 30 CFM, 100% of the Time, Every Time
  • 50% more powerful – VMAC’s patented rotary screw air compressor has been engineered to produce full air power, on demand at 100% duty cycle. Typical gas driven reciprocating air compressors produce approximately 20 CFM and can only operate at 50% duty cycle.
  • With a 100% duty cycle, the VMAC G30 will be able to handle the entire job, without interruption, for maximum efficiency.
  • VMAC’s G30 is the Smallest Gas Air Compressor in the World
  • 50% lighter – the G30 air compressor weighs just 205 lbs (93 kg), while typical gas driven reciprocating compressors weigh a massive 410 lbs (186 kg)
  • 50% smaller – the G30 air compressor saves you up to 15 cubic feet, allowing you to fit more tools in your truck. Measurements: 33.5” (l) x 20.3” (w) x 20.7” (h)
  • VMAC G30 is the Most Affordable Gas Driven Rotary Screw Air Compressor Available
  • The VMAC G30 price is competitive and affordable to fit your budget
  • VMAC G30’s Warranty is the Best Available
  • VMAC Lifetime Warranty (Limited) – the G30 air compressor comes with the industry’s first lifetime warranty
  • 5 Year Subaru Engine Warranty – the 14 HP Subaru engine comes with an industry leading warranty. Most engines are under warranty for just 2 years


See the full VMAC G30 gas driven air compressor,  plus specs and components, including the cold climate kit for temperatures hitting -25­°F (-32°C). Watch VMAC’s G30 demo video to see this powerful and compact compressor in action.

Read more about the VMAC G30 rotary screw gas drive air compressor here:


For more information, contact sales@vmacair.com.

Tuesday, June 27, 2017

SpaceKap service vehicle still going strong after 15 years.


The Pickup Pack™ is a unique alternative for those needing organized storage and lockup security without the cost of a service body and that can be easily installed on your pickup in a few hours.

Pickup Packs™ include a headache rack, two lockable low side boxes, a flat or dome center hatch, and a removable ladder rack. Other options include gullwing saddle box and an HPI Truckslide™.

Learn more at http://www.highwayproducts.com/pickup...

Sunday, June 25, 2017

WARN Drill Winch: Drill-Powered Portable Winch



How do you turn a mere handheld power drill into a portable, versatile pulling tool? With the rugged, versatile, and easy-to-use WARN Drill Winch. From moving heavy nursery stock, to pulling a rolling load up onto a trailer, the 500 lbs. capacity Drill Winch does the hard-to-handle pulling jobs. Simply chuck in your drill to the winch, and you're ready to pull up to 500 lbs.

The WARN Drill Winch has 30 feet of durable wire rope and has a freespool feature for fast and easy rigging; integrated hawse fairlead, and rigging hooks front and rear. Learn more at http://www.warn.com/utility/acwinches....

Friday, June 23, 2017

ProTech Cab Racks


Full-size, short or long-bed trucks. ProTech offers cab racks to fit most truck bodies and styles. With options designed to suit your needs, our racks are manufactured with your safety and job in mind. We always welcome custom work with any ProTech product.


Louvered style available as special order.

Standard Units Fit Most Truck Bodies and Styles. Call with your truck year, make and model. Custom orders welcome!

Cab Rack Design Options to Suit Your Needs. Choose rugged aluminum mesh, stylish louvers, or no insert at all. Standard Design Features. Diamond plate front panel, brake light cut-outs, and 24" feet are standard on all units. 32" Extended Feet Option. Designed to accommodate level installation of our popular cross-body box.

All Aluminum Construction means low maintenance and high durability. Strong and lightweight design for added fuel economy. Unlimited Options for Work Applications. Choose lumber stops, load light brackets, beacon light plates, overload sign assembly and more! Customize for optimum performance and top-notch looks!

Please contact your local ProTech dealer to order a cab rack built to your custom specifications.

Learn more at: http://protech.net/products/work-truck/cab-racks/service-body-cab-rack-mesh




Monday, June 19, 2017

TommyGate 650 Series Van Liftgate

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650 Series Advantages

Low-capacity, compact, and internally-mounted, the 650 Series is the ideal liftgate for lightweight van applications. 650 Series models fold up and store out of the way of ordinary tasks or flat against the inside of the rear door.

650 Series Features

Fold-away interior mount offers two secure storage positions and easy access to the rear of the van.

Learn more at: http://www.tommygate.com/liftgates/cargo-van/650-series/


Saturday, June 17, 2017

PGND Gooseneck Body // Knapheide-NTEA 2017


The Knapheide PGND Gooseneck Body is top-of-the-line when it comes to gooseneck beds. Recently redesigned, this body is sure to give you ample storage space with the towing capacity that you demand.

Thursday, June 15, 2017

Old vs New: 1974 vs 2017 Ford F-250 - How Much Has The Super Duty Changed in 43 Years?


 Old vs New: 1974 vs 2017 Ford F-250 - How Much Has The Super Duty Changed in 43 Years? 

                                                                                                         ( http://www.TFLtruck.com )

Sunday, June 11, 2017

BRANDFX LAUNCHES THE ADVANCED COMPOSITE UTILITYFX™ CUTAWAY

BrandFX™, the leader in advanced composite work trucks, has launched the UtilityFX™. The UtilityFX allows for an increase in mobile operation efficiency by providing optimal access to all storage areas and organizational compartments.

WTS17 - UtilityFX

Like all BrandFX products, the UtilityFX was built to withstand up to 20 years of continual use. Due to its advanced composite materials construction, this all-new utility unit has an extremely high life cycle value. This allows for strong resistance to corrosion and oxidation. That composite construction also provides a substantial reduction in vehicle weight, resulting in reduced fuel costs. The lighter weight also lessens stress forced on tires, brakes and suspension systems – this can reduce maintenance costs significantly.

This all-new utility service unit eliminates the need to purchase ordinary full-size vans – when it’s time to replace the vehicle, the UtilityFX can be removed and reinstalled.  Additionally, even after extensive use, the advanced composite body will remain in a like-new condition. The UtilityFX is available in 15”D x 42”H packs, as well as a 36” canopy above pack and 124” long body.

BrandFX is the world’s largest producer of advanced composite service truck bodies, providing line bodies, service bodies, inserts, tonneau covers, and toppers to many of the world’s largest utility and service fleets – including 5 out of the top 6 U.S. service fleets. These composite bodies are proven to offer the highest life cycle value, delivering 20-plus years of effective service while maintaining their quality finish and appearance. Because BrandFX believes in American-made quality, the company manufactures all truck bodies in the U.S. For more information, visit BrandFXBody.com
email info@BrandFXBody.com or call 866-431-1131.



Friday, June 9, 2017

FORD TRANSIT, WINNEBAGO HELP REVIVE VAN-BASED MOTORHOME SEGMENT AND BUILD LOYAL FOLLOWERS

Hero Image


  • After double-digit growth in 2016, van-based motorhomes are projected to become the fastest-growing segment in the motorhome industry for 2017; Ford Transit-based Winnebago Paseo is a newcomer in the Class B segment
  • Paseo and Fuse motorhomes are the latest Winnebago products built on a Ford platform – a collaborative history that dates back nearly half a century and includes the iconic Ford E-Series chassis and gas-powered F-53 Class A motorhome chassis
  • Ford Transit-based Fuse owners like the ride, driveability and power of the available 3.2-liter Power Stroke® I-5 diesel engine and performance; already drawing loyal followers, at a recent get-together in Cosby, Tennessee, Fuse campers shared their enthusiasm and pride of ownership

DEARBORN, Mich., As Don and Sonya Pace backed their Ford Transit-based motorhome into a spot at Smoky Mountain Premier RV Resort in Cosby, Tennessee, the spring Winnebago Fuse owners’ get-together was officially under way. Setting up camp and meeting friends is a source of pride for these new Fuse owners and founders of the annual gathering.

The get-together is one of a handful of enthusiast events held around the country each year where owners of Winnebago motorhomes gather to enjoy the outdoors and talk about their travels aboard their Transit-based RVs. The Fuse, and its cousin, Winnebago Paseo, are among a fast-growing legion of motorhomes being built on the Ford Transit van platform.

Based on the company’s global van platform, Transit was introduced in the United States for 2015. Since then, the domestic RV industry has been quick to embrace the platform, which offers gas, diesel and CNG/propane gaseous prep options, as well as three available roof heights, three overall lengths and two wheelbases. Transit has been a boon for companies like Winnebago, which are creating a burgeoning Class B motorhome segment in addition to new products from the Transit cutaway chassis for the larger Class C segment.

“We looked at a lot of competitors, but once we saw how open the Fuse felt inside and how it still drives like a go-anywhere car, we were hooked,” said Don Pace. “We like that it’s built on a Ford platform – not just because it has great performance, but because there are more Ford dealers around the country, so there’s that peace of mind. We just love our Fuse.”

The Fuse uses a dual-rear-wheel Transit van cutaway chassis for a full-feature, 24-foot Class C motorhome with kitchen, bath and a slideout – for comfortable sleeping for four adults. The Paseo is a high-roof, extended-length Class B motorhome featuring a full bath, kitchen with refrigerator, and sleeping for two adults.

Industry-wide Class B sales grew 36 percent in the first three months of 2017. As a leader in the commercial van/cutaway and chassis segment for nearly 40 years, Ford has a long history with Winnebago and other leading motorhome manufacturers. The E-Series cutaway is still a top RV platform in the Class C segment, while Ford F-53 remains among the most popular gas-powered chassis for larger Class A motorhomes.

“Our customers have responded incredibly well to the new Transit platform,” said Russ Garfin, Winnebago product manager. “They love the driveability and the smooth ride, and the feedback on both of the engines we use – the EcoBoost® gas and five-cylinder diesel – has been great.”

Winnebago has more than 130 dealers offering Transit-based motorhomes across the United States and Canada. With gas prices the lowest they have been in years, Garfin expects he’ll be designing more versions off the Transit platform.

“With low fuel costs and people’s desire to disconnect and get away from it all, we expect sales of Transit-based motorhomes will continue to grow,” said Garfin. “With easy-to-use RVs like the Fuse and Paseo, there are more products for a wide range of customers.”

As for the Winnebago Fuse owners’ spring get-together, Sonya Pace said they had a great time in the Smoky Mountains and got to meet some of the greatest people on earth. “We got to talk about our Fuses and where we’ve been,” she said. “The new owners get help from the experienced owners.”

And they’re already planning next year’s event, posting pictures to Facebook and Instagram, making new friends and sharing travel stories. “We’re expecting more at our next event, which we hope to do in the western U.S. because we have a lot of members out there too,” said Sonya Pace.

Follow the Fuse owners’ club on Facebook at Winnebago Fuse Owners.

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.​​

Monday, June 5, 2017

Optimizing Truck and Van Specs

Photo courtesy of Ford.

by Mike Antich 

Vehicle specifications should be defined by the fleet application and mission requirements. It is important to design a truck or van that will accommodate your operational requirements rather than trying to make your operation conform to the vehicle. Without fully understanding the fleet application requirements and operating parameters, it is impossible to spec the best chassis, powertrain, and body necessary to optimize productivity.

A common mistake made by inexperienced fleet managers is that they do not know a vehicle's operating parameters and payload requirements. You need to talk with the people in the field to understand what type of service the vehicle is expected to perform and how it will be used. The key objective of your discussions with drivers or technicians is to match the truck or van with the fleet application. When meeting with end-users, ask questions about their current vehicles. For example, is the powertrain right for their application? Similarly, investigate whether the gross vehicle weight (GVW) is adequate for the payload carried, or, is the gross combination weight rating (GCWR) high enough if the vehicle will be towing a trailer?

When talking with employees who are actually using trucks or vans, you may discover they have problems unknown to you. It is common to discover problems with loading height, cab access, lack of bins, limited visibility when backing, or insufficient tool storage. This is your opportunity to ask a lot of questions to determine vehicle or upfit deficiencies. For instance, ask employees about passenger requirements, how the payload is distributed, whether the vehicle will be fully loaded or operating with a diminishing load, and how they load and off-load cargo.

Look at the existing vehicle and investigate the maintenance records. What type of problems has this vehicle had, if any? This will help you determine if the current vehicle is under-spec’d. If it is, then take the necessary steps to correct it. Usually, the majority of trucks or vans that have unscheduled maintenance problems are under-powered and overloaded, which, in addition to increased shop time, results in increased driver downtime. Your maintenance records will reveal that most of the vehicles that experience repeated mechanical failures are under-spec’d.

When you’re building a medium-duty truck, there are a number of key factors that must be spec’d correctly, or you’ll make an expensive mistake. The foremost consideration when building a truck is payload. The weight of the payload determines the engine, transmission, size of tire, frame, and just about everything else.

It is also important to understand how a vehicle will be loaded and unloaded to determine whether a liftgate or pull-out ramp should be chosen for the truck body. Ask how employees will load the payload. Do they use pallet jacks or forklifts? What are the dimensions of the payload? It is important to know the height requirements of the truck. For instance, if payload will be loaded and off-loaded at a dock, what is the dock height? If a forklift is utilized in the loading or unloading payload, it is essential to have the forklift reinforcement option included in the body specifications.

Also, know where and how your drivers are securing the load. Take into consideration the height and bulk of your product to ensure the truck or van has the proper cargo restraint system.

Clean Sheet Approach to Spec’ing
When spec’ing vehicles, past history is important but one negative outcome to using last model-year specs is repeating past inefficiencies. Fleet managers need to adopt a “clean sheet” approach to how they spec their truck or van fleets.

Building a truck or van is a complicated process. Specifying the right vehicle requires hundreds of decisions and choices — and each choice potentially impacts another. When spec’ing a medium-duty truck, there are a number of key factors that must be spec’d correctly. If not, you’ll end up making an expensive mistake.

Where it gets tricky is finding the balance to avoid over-spec’ing or under-spec’ing a truck, each with its own unique set of consequences. Over-spec’ing a truck or van increases the capitalized cost of the vehicle, while under-spec’ing increases maintenance cost.

Another consequence to an under-spec’d truck or van is that it may require multiple trips due to limited payload capacity. Also, when spec’ing a smaller GVWR truck than required, the tendency is to overload the vehicle. Besides accelerating replacement of wear items, such as brakes, an overloaded vehicle also increases the company’s liability exposure if it is involved in a preventable accident.

Overextending a truck or van's payload capacity beyond the chassis’ weight specifications is a good way to shorten the vehicle's service life. Overloaded trucks will cause premature tire wear, decreased fuel economy, and downtime due to engine or transmission repair. In addition, overloading results in fines and possible impoundment of the vehicle by the authorities.

Interconnectivity Between Specs
It can’t be emphasized enough: To properly spec a truck or van you need to talk with the people in the field to understand what type of service the vehicle is expected to perform and how it will be used. You should solicit input from field personnel to ensure that local issues affecting the vehicle’s operation are taken into account.

When consulting with end-users, there are three components to determining payload requirement. The first is payload weight. How much weight will the vehicle need to carry in its daily workload? You need to determine the maximum need, not an average. The vehicle must be able to do the job every day with the maximum load at any given time. Payload weight will also help determine if the cargo can be loaded and unloaded by hand, or whether you will need a power liftgate or some other type of assist to get it up in the body or bed.

Another determinant is in the volume or size of the payload. The vehicle needs to be large enough to handle the volume. And, you need to know how the payload will be loaded. Is it stackable? Can you stack it right to the ceiling? Or, can only the floor space be used? How do you secure the product? Getting any of these factors wrong can mean the truck or van will be spec’d incorrectly.

The third component is the type of payload. Are you hauling loose gravel, pallets, or boxes of merchandise? This will determine the type of truck or van and body combination you need to choose.

The best way to determine actual payload is to take a normally loaded truck and weigh it on a highway scale. Another practical tip is to weigh the front and rear axle. This will tell you if you are overloading the whole vehicle or just one of the axles.

In addition, you need to make sure that the vehicle can carry not only the payload but also any additional equipment you put on it. The fleet manager needs to add the body and equipment weight to that of any tools or other material that could be stored or transported by the chassis.

To determine the correct vehicle size for the intended payload often requires a judgment call as to how much over-capacity to build into the payload capacity of the vehicle when spec’ing its requirements. Spec’ing the vehicle to the minimum necessary payload rating (by basing it on an average load or looking at only today’s business needs instead of trying to anticipate future needs) means that the vehicle will be operating at peak capacity most of the time, which may compromise safety and the length of its service life. Conversely, too much payload capacity is wasted capacity.

Application is King
Specifications should be defined by the application and mission requirements. Trucks must be equipped to handle very specific fleet applications, which require specifying a multitude of components such as the right drivetrain, suspension, and body. By understanding day-to-day fleet applications, you will be able to build a truck that meets the users’ daily needs. Without fully understanding the fleet application requirements and operating parameters, it is impossible to spec the best chassis, powertrain, and body necessary to optimize productivity. The same holds true with vans.

Fleet managers must understand how company vehicles are intended to be used in the field; however, it is important to be aware that intended usage often does not match real-world usage. The most important first step to correctly spec’ing a truck or van is to meet and talk with the drivers or technicians who will be using the vehicle. This understanding will influence all truck specifications. It can’t be stressed enough that vehicle specifications must be defined by the fleet application and mission requirements.

One way to increase truck or van productivity is to modify specs to increase mpg.

The drivetrain, tires, engine, and aerodynamics of the vehicle must be properly matched to maximize fuel efficiency.

Selecting vehicles with aerodynamic features can prove cost-effective. The rule of thumb is that for each 10% reduction in air resistance, mpg increases by 5%. Examples of aerodynamic modifications include specifying aerodynamic mirrors, moving air filters under the hood, and eliminating fender-mounted mirrors.

Ergonomic Considerations
Under OSHA regulations, an employer must provide a workplace (which includes upfitted work vehicles) free from recognized hazards. Across a variety of vocational segments, today’s fleet managers are devoting increased consideration to ensuring upfits will be ergonomically safe for the driver over the service life of the vehicles.

More fleets are requesting upfits with additional safety equipment, such as a rear-view camera, reverse sensing, back-up alarm, remote start, grab handles, convex spot mirrors, and drop-down ladder racks to reduce workers’ comp claims and to improve operator efficiency.

To create an ergonomically safe work environment, make sure the vehicle is properly engineered upfront for the job it is required to do. For instance, if applications require crane installation on service bodies, the chassis GVWR should be sufficient for the application. Under-engineering can lead to unnecessary safety risks to drivers. When spec’ing auxiliary equipment, be cognizant of component weights. Extra weight not only increases fuel consumption but also reduces payload capacity.

When selecting upfit equipment, review vehicle requests from the field and ask follow-up questions of drivers to verify the equipment is suitable for the job. Thoroughly train all employees handling the equipment in its operation and safe use. Develop written guidelines covering vehicle and equipment usage. Follow manufacturer guidelines to avoid unnecessary accidents.

Field managers should regularly inspect equipment to ensure it is in safe working condition and that equipment is only used for its intended purpose. Often, decisions are made in the field to modify vehicles without the fleet manager being informed. The home office is often not aware of the modification until there is an issue, such as when someone complains about an ergonomics-related health issue.

Spec to Maximize Future Resale
Trucks and vans are ultimately tools of a trade and the chassis merely provide mobility and power to operate equipment. When these vehicles are built to perform at their optimal performance, specifically in the areas of reliability, fuel economy, and driving experience, there will always be a demand and a market to resell these vehicles. While resale is a very important lifecycle consideration, the most important part of a lifecycle calculation for any type of truck, especially medium-duty applications, or van is building the right vehicle for the intended job function.

How you spec a truck or van has a direct bearing on its future resale. Nowadays you don’t want to spec a manual transmission. There are fewer qualified drivers today capable of driving a manual transmission than in the past. Automatic transmissions are required by most companies when selecting a vehicle, which makes automatics more desirable from a resale perspective. In addition to resale value, an automatic transmission assists in driver acquisition, retention, lower maintenance costs, and more uptime.

In addition, for trucks, always specify the power take-off (PTO) provision. Even if there’s no need for a PTO for the truck’s initial use, the availability of the PTO provision will make the truck more attractive to buyers in the secondary market because it saves the future owner from having to pay to add the provision.

Ultimately, mileage and general condition will likely play the greatest role in determining desirability and resale value.

Source: http://www.worktruckonline.com/channel/operations/article/story/2017/05/understanding-the-variables-to-optimize-truck-van-specs.aspx


Thursday, June 1, 2017

Road to driverless trucks clogged with unanswered questions


Driver training, safety, and cybersecurity among the topics discussed during FMCSA listening session.



With nearly daily media reports detailing new breakthroughs of highly automated commercial vehicles (HACVs), it may seem they are almost ready for large-scale use.

Yet a public listening session sponsored by the Federal Motor Carrier Safety Administration (FMCSA) illustrated just how many questions remain to be answered before the technology can become a reality on the nation’s highways.

“There is a gigantic void between what is reality and what is the Hollywood version of what is going on. We are a long, long way from a truly driverless truck, and I think everyone in this room knows that,” said Tom Balzer, president of the Ohio Trucking Association.

Source: http://fleetowner.com/regulations/road-driverless-trucks-clogged-unanswered-questions