September 2009

Starting this month, customers will be able to learn about the benefits of Navistar’s MaxxForce® brand engines in a whole new way with the launch of MaxxForce TV, an online entertainment channel devoted entirely to trucks and engines. The inaugural series, “Maxx IQ,” is an entertaining and informative game show hosted by Joe Elmore, host of “Horsepower.”

In each fast-paced segment, Elmore tests the engine smarts of a real driver at real truck stops and other locations across the country for a chance to win cash and prizes. Online viewers are encouraged to watch so they can increase their own knowledge of MaxxForce products—which include the durable, fuel efficient and startlingly-quiet Class 8 MaxxForce 11 and 13 Big Bore engines—as well as to hone their skills in case this traveling game show rolls into their town.

The face of Maxx IQ is Nashville’s own Joe Elmore, known to car and truck enthusiasts as the co-host of America’s longest-running performance car show, Horsepower. Every weekend on the show, he shares engine building tips and visits hot rod and automotive events around the country. Hero to millions of fellow “gearheads,” he’s the perfect fit for a game show that’s all about trucks and engines.

“Joe already has such a great knowledge of engines,” notes Mark Johnson, marketing communications manager, Navistar. “We knew he was going to bring a great presence to Maxx IQ. Viewers are definitely going to enjoy seeing him in action—whether they’re watching online or lucky enough to become contestants.”

“Obviously, engines are one of my passions,” says Elmore. “So it was satisfying to be able not only give drivers a chance to win some money, but also educate them about MaxxForce engines. During the shoot, I got the opportunity to test-drive the engines myself and they have some real power. I was impressed.”

The first four episodes of Maxx IQ can be viewed on www.MaxxForceTV.com. The next four episodes will be released later this month.

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This is a critical time for your business. While assessing your work truck needs, you need to have confidence in your provider so you can be confident in your decisions. At International Truck and Engine Corporation, we are committed to helping you understand how emissions regulations will impact the different aspects of your business. We have a long history of innovation in our products matched with a dealer network that provides unprecedented levels of customer service. Our ability to design and manufacture products as only an integrated company can has led to our market leadership in commercial vehicles and diesel engines in North America.

November 2008

Let the experts help with truck service so you can focus on your construction business

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many mid-sized construction operations are reluctant to utilize the dealer for service. Mostly, this decision involves misconceptions regarding price. Or the customer believes he’ll have to wait longer for a repair because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with the smaller fleets, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies trends in the trucking industry. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Construction fleets have much to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer is particularly ironic when one considers that it’s those fleets running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive if you don’t have a lot of vehicles,” explains Fulghum. “In focus groups, we’ve found that more and more small fleets can’t afford to spend the money it takes to keep their technicians up to speed. The in-house guy can end up replacing a lot of components just trying to get the correct diagnosis.”

And for construction firms, the demands of maintaining an up-to-date service operation in-house can distract management from the day-to-day issues of their core business.

“The investment of time and energy and resources is probably better spent on other investments,” adds Fulghum, “especially in the current environment where borrowing money is tougher than ever.”

Plus, in construction, your trucks might be away from home and on a job for months at a time. What do you do if one of them requires service or needs an inspection? Do you take it back to the in-house shop? Do you find an independent garage near the job site? For the latter, that could mean using a different local garage every time. But if you work with a major OEM like International, chances are there’s a dealer nearby that can handle the work. And more importantly, the dealer locations can share data on your vehicle to make sure everything is fixed properly and all warranties are honored.

“From recordkeeping to invoicing to paying for the work, you can keep records of what was done on the truck…everything is simplified [when working with the dealer],” says Fulghum.

Utilize your dealer to improve efficiencies

According to Brian Mulshine, manager of service marketing and development for International, the extensive training of dealer personnel can offset their higher hourly rate. In most cases, the cause of any problem can be pinpointed quickly and fixed properly the first time by skilled technicians who see these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for smaller fleets focused on bottom-line costs.

But for those who still prefer to have some level of in-house control over their service operations, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the customer’s parts inventory to alleviate the risk of surplus or obsolete parts. The dealer automatically stocks the shelves and returns the things the customer doesn’t need, which can greatly increase the productivity of in-house technicians.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train your in-house staff on the latest engine and transmission systems.

Some dealers may even be willing to take over the service at a customer’s facility, by either sending a manager out or even hiring your technicians, but having them continue to work for you on-site. “And over time, issues relating to the technician shortage go away because once a technician retires or leaves, it’s the dealer’s responsibility to find a new hire,” says Fulghum.

Yet another option for many construction fleets is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, without worrying about training staff or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all fleets maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time,” he says. “You don’t want to be going to the dealer for the first time when you need the help.”

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November 2008

Let the experts help with truck service so you can focus on your construction business

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many mid-sized construction operations are reluctant to utilize the dealer for service. Mostly, this decision involves misconceptions regarding price. Or the customer believes he’ll have to wait longer for a repair because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with the smaller fleets, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies trends in the trucking industry. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Construction fleets have much to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer is particularly ironic when one considers that it’s those fleets running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive if you don’t have a lot of vehicles,” explains Fulghum. “In focus groups, we’ve found that more and more small fleets can’t afford to spend the money it takes to keep their technicians up to speed. The in-house guy can end up replacing a lot of components just trying to get the correct diagnosis.”

And for construction firms, the demands of maintaining an up-to-date service operation in-house can distract management from the day-to-day issues of their core business.

“The investment of time and energy and resources is probably better spent on other investments,” adds Fulghum, “especially in the current environment where borrowing money is tougher than ever.”

Plus, in construction, your trucks might be away from home and on a job for months at a time. What do you do if one of them requires service or needs an inspection? Do you take it back to the in-house shop? Do you find an independent garage near the job site? For the latter, that could mean using a different local garage every time. But if you work with a major OEM like International, chances are there’s a dealer nearby that can handle the work. And more importantly, the dealer locations can share data on your vehicle to make sure everything is fixed properly and all warranties are honored.

“From recordkeeping to invoicing to paying for the work, you can keep records of what was done on the truck…everything is simplified [when working with the dealer],” says Fulghum.

Utilize your dealer to improve efficiencies

According to Brian Mulshine, manager of service marketing and development for International, the extensive training of dealer personnel can offset their higher hourly rate. In most cases, the cause of any problem can be pinpointed quickly and fixed properly the first time by skilled technicians who see these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for smaller fleets focused on bottom-line costs.

But for those who still prefer to have some level of in-house control over their service operations, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the customer’s parts inventory to alleviate the risk of surplus or obsolete parts. The dealer automatically stocks the shelves and returns the things the customer doesn’t need, which can greatly increase the productivity of in-house technicians.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train your in-house staff on the latest engine and transmission systems.

Some dealers may even be willing to take over the service at a customer’s facility, by either sending a manager out or even hiring your technicians, but having them continue to work for you on-site. “And over time, issues relating to the technician shortage go away because once a technician retires or leaves, it’s the dealer’s responsibility to find a new hire,” says Fulghum.

Yet another option for many construction fleets is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, without worrying about training staff or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all fleets maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time,” he says. “You don’t want to be going to the dealer for the first time when you need the help.”

November 2008

Let the experts help with truck service so you can concentrate on your core business

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many small and mid-sized fleets remain reluctant to utilize the dealer for service. Mostly, this decision comes down to a misconception regarding price. Or the smaller customer believes he’ll have to wait longer for a repair because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with small fleets, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies the trucking and construction industries. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Small fleets have the most to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer is particularly ironic when one considers that it’s those fleets running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive if you don’t have a lot of vehicles,” explains Fulghum. “In focus groups, we’ve found that more and more small fleets can’t afford to spend the money it takes to keep their technicians up to speed. The in-house guy can end up replacing a lot of components just trying to get the correct diagnosis.”

And for those companies where trucking isn’t their primary focus, the demands of maintaining an up-to-date service operation in-house can distract management from the day-to-day issues of their core business.

“With small to mid-sized fleets that are in manufacturing, wholesale retail, delivering beer, or other industries…trucks are not their business,” adds Fulghum. “The investment of time and energy and resources is probably better spent on investments in the business they’re in, especially in the current environment where borrowing money is tougher than ever.”

Utilize your dealer to improve efficiencies

According to Brian Mulshine, manager of service marketing and development for International, the extensive training of dealer personnel can offset the higher hourly rate. In most cases, the cause of any problem can be pinpointed quickly and fixed properly the first time by skilled technicians who see these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for smaller fleets focused on bottom-line prices.

But for those who still prefer to have some level of in-house control over their service operations, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the customer’s parts inventory to alleviate the risk of surplus or obsolete parts. How it works is pretty simple: The dealer automatically stocks the shelves and returns the things the customer doesn’t need. So even if the customer doesn’t use the dealer for service, it will increase the productivity of in-house technicians.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train your in-house staff on the latest engine and transmission systems.

With larger fleets, some dealers may even be willing to take over the service at a customer’s facility, by either sending a manager out or even hiring your technicians but having them continue to work for you on-site. “The trucks can still be serviced at their facilities. The fleet doesn’t lose control, because the service is happening right there,” says Fulghum, referencing the main benefit of having the dealer take over a customer’s service operations. “And over time, issues relating to the technician shortage go away because, once a technician retires or leaves, it’s the dealer’s responsibility to find a new hire.”

Yet another option is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, without worrying about training staff or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all fleets maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time…either it’s hot and the ice cream is melting, or your business is really hopping and you need to get the truck back on the road. You don’t want to be going to the dealer for the first time when you need the help.”

November 2008

Let the experts help with truck service so you can concentrate on your core business

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many small and mid-sized fleets remain reluctant to utilize the dealer for service. Mostly, this decision comes down to a misconception regarding price. Or the smaller customer believes he’ll have to wait longer for a repair because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with small fleets, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies the trucking and construction industries. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Small fleets have the most to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer is particularly ironic when one considers that it’s those fleets running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive if you don’t have a lot of vehicles,” explains Fulghum. “In focus groups, we’ve found that more and more small fleets can’t afford to spend the money it takes to keep their technicians up to speed. The in-house guy can end up replacing a lot of components just trying to get the correct diagnosis.”

And for those companies where trucking isn’t their primary focus, the demands of maintaining an up-to-date service operation in-house can distract management from the day-to-day issues of their core business.

“With small to mid-sized fleets that are in manufacturing, wholesale retail, delivering beer, or other industries…trucks are not their business,” adds Fulghum. “The investment of time and energy and resources is probably better spent on investments in the business they’re in, especially in the current environment where borrowing money is tougher than ever.”

Utilize your dealer to improve efficiencies

According to Brian Mulshine, manager of service marketing and development for International, the extensive training of dealer personnel can offset the higher hourly rate. In most cases, the cause of any problem can be pinpointed quickly and fixed properly the first time by skilled technicians who see these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for smaller fleets focused on bottom-line prices.

But for those who still prefer to have some level of in-house control over their service operations, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the customer’s parts inventory to alleviate the risk of surplus or obsolete parts. How it works is pretty simple: The dealer automatically stocks the shelves and returns the things the customer doesn’t need. So even if the customer doesn’t use the dealer for service, it will increase the productivity of in-house technicians.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train your in-house staff on the latest engine and transmission systems.

With larger fleets, some dealers may even be willing to take over the service at a customer’s facility, by either sending a manager out or even hiring your technicians but having them continue to work for you on-site. “The trucks can still be serviced at their facilities. The fleet doesn’t lose control, because the service is happening right there,” says Fulghum, referencing the main benefit of having the dealer take over a customer’s service operations. “And over time, issues relating to the technician shortage go away because, once a technician retires or leaves, it’s the dealer’s responsibility to find a new hire.”

Yet another option is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, without worrying about training staff or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all fleets maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time…either it’s hot and the ice cream is melting, or your business is really hopping and you need to get the truck back on the road. You don’t want to be going to the dealer for the first time when you need the help.”

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November 2008

Let the experts handle your truck’s service so you don’t have to

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many small and mid-sized fleets remain reluctant to utilize the dealer for service. And most owner-operators prefer to do as much of the work as possible themselves, often when at home on weekends or at a truck stop while on the road.

For smaller customers, this decision usually comes down to price. Or he believes he’ll have to wait longer for a repair at a dealer because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with small fleets and owner-operators, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies the trucking and construction industries. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Owner-operators stand much to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer and owner-operator is particularly ironic when one considers that it’s those running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive,” explains Fulghum. “And the in-house guy or the independent garage can end up replacing a lot of components just trying to get the correct diagnosis.”

And while today’s newer trucks are also more reliable than ever, from time to time every owner-operator will need service while out on the road. Something basic or related to preventative maintenance can probably be handled at most independent shops or truck stops. “But God forbid you get something fixed and find out 100 miles down the road that it’s still not right…you’re out of luck,” adds Fulghum. “You have a much better chance of getting it fixed right the first time if you go to the dealer. Plus, an OEM like International has dealers all over the country that keep records of your vehicle and know what parts are under warranty.”

Brian Mulshine, manager of service marketing and development for International, agrees, and points out that the extensive training of dealer personnel can offset their higher hourly rate. In most cases, the cause of any problem can be pinpointed quicker by a dealer technician who sees these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for those customers focused on bottom-line costs.

Utilize your dealer to improve efficiencies

But for those who still prefer to have some level of control over their service, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the owner-operator’s record - keeping and alleviate the risk of buying surplus or obsolete parts.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train customers on the latest engine and transmission systems.

Yet another option is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, but he doesn’t have to worry about training or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all customers maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time…either it’s hot and the ice cream is melting, or your business is really hopping and you need to get the truck back on the road. You don’t want to be going to the dealer for the first time when you need the help.”

Login Now

November 2008

Let the experts handle your truck’s service so you don’t have to

According to the 2007 Truck and Trailer Service Study from research firm MacKay & Company, only 25 percent of fleets currently outsource their service. When it comes to preventative maintenance, only 11 percent of fleets choose to outsource.

Of those who indicated plans to shift preventative maintenance and other work out of house, the majority express a desire to go with the dealer. But the reality is many small and mid-sized fleets remain reluctant to utilize the dealer for service. And most owner-operators prefer to do as much of the work as possible themselves, often when at home on weekends or at a truck stop while on the road.

For smaller customers, this decision usually comes down to price. Or he believes he’ll have to wait longer for a repair at a dealer because he doesn’t have the leverage of a big fleet.

“We preach to OEMs, with small fleets and owner-operators, you need the dealers to operate more like an independent garage,” says Dave Fulghum, a vice-president at MacKay & Company, which studies the trucking and construction industries. “You can’t push them to the end of the line…if you want their business you have to take care of them. They need to get their trucks on the road as much as the big guys do.”

Owner-operators stand much to gain

Companies like International are listening, as their dealers now provide plenty of service options to accommodate fleets of all sizes and nearly any specific requirements. But the hesitance of the small customer and owner-operator is particularly ironic when one considers that it’s those running less than 15 trucks that can actually benefit the most from having a dealer handle service.

“These vehicles are getting pretty complex—not just the engines, but the transmissions and the brake systems. So if there’s a problem with any of that technology, the testing equipment and the training can get expensive,” explains Fulghum. “And the in-house guy or the independent garage can end up replacing a lot of components just trying to get the correct diagnosis.”

And while today’s newer trucks are also more reliable than ever, from time to time every owner-operator will need service while out on the road. Something basic or related to preventative maintenance can probably be handled at most independent shops or truck stops. “But God forbid you get something fixed and find out 100 miles down the road that it’s still not right…you’re out of luck,” adds Fulghum. “You have a much better chance of getting it fixed right the first time if you go to the dealer. Plus, an OEM like International has dealers all over the country that keep records of your vehicle and know what parts are under warranty.”

Brian Mulshine, manager of service marketing and development for International, agrees, and points out that the extensive training of dealer personnel can offset their higher hourly rate. In most cases, the cause of any problem can be pinpointed quicker by a dealer technician who sees these new vehicles every day. Plus, he says, some dealers are now featuring menu-based pricing to alleviate concerns for those customers focused on bottom-line costs.

Utilize your dealer to improve efficiencies

But for those who still prefer to have some level of control over their service, there are ways to work with your dealer to greatly improve efficiencies. For example, with International’s Fleet Charge program, the dealer can handle the owner-operator’s record - keeping and alleviate the risk of buying surplus or obsolete parts.

And there are other ways to take advantage of the International dealer network’s 10,000-plus highly trained technicians, all of whom complete an average of 14 different courses each year to stay on top of new technologies. In some cases, they can be tapped to train customers on the latest engine and transmission systems.

Yet another option is mobile maintenance, where the dealer visits a customer’s facilities with a team of technicians to handle things like oil changes and inspections, typically at night when trucks aren’t being used. This allows a small fleet customer to keep his trucks on-site, but he doesn’t have to worry about training or risking his trucks being stranded at the dealer for days at a time while waiting for them to be taken care of.

But regardless of your service situation, Fulghum strongly recommends that all customers maintain a relationship with their dealer. Because, with the complexity of today’s vehicles, chances are you’ll need their expertise at some point.

“When the time comes that you need to have something fixed, it’s always going to be the worst time…either it’s hot and the ice cream is melting, or your business is really hopping and you need to get the truck back on the road. You don’t want to be going to the dealer for the first time when you need the help.”

December 2008

We all know the EPA’s 2010 emissions standards are coming. And as we get closer, chances are you’re going to have some questions.

What’s the best solution for meeting these new standards? Are the changes going to impact my fleet’s fuel efficiency and payload capacity? And most importantly, how much is this going to cost? 2010 marks the government’s most stringent standards ever, and they’re hitting us at a time when businesses across North America are increasingly stretched.

In 2010, customers will have a choice between two competing technologies, SCR and advanced EGR. What’s the difference? SCR technology, which will be the basis of most competitors’ solutions, involves extra after-treatment equipment as well as a new fuel and the complexities that come along with that. We wanted to take the burden off the customer, so we chose advanced EGR, which has been the basis of Navistar’s engine emissions technology since 2004.

We believe compliance should be something we worry about, not those who own and operate our trucks. To get all the facts about the EPA’s upcoming 2010 standards, and more about why we chose advanced EGR, just click www.internationaltrucks.com/2010.

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December 2008

We all know the EPA’s 2010 emissions standards are coming. And as we get closer, chances are you’re going to have some questions.

What’s the best solution for meeting these new standards? Are the changes going to impact my fleet’s fuel efficiency and payload capacity? And most importantly, how much is this going to cost? 2010 marks the government’s most stringent standards ever, and they’re hitting us at a time when businesses across North America are increasingly stretched.

In 2010, customers will have a choice between two competing technologies, SCR and advanced EGR. What’s the difference? SCR technology, which will be the basis of most competitors’ solutions, involves extra after-treatment equipment as well as a new fuel and the complexities that come along with that. We wanted to take the burden off the customer, so we chose advanced EGR, which has been the basis of Navistar’s engine emissions technology since 2004.

We believe compliance should be something we worry about, not those who own and operate our trucks. To get all the facts about the EPA’s upcoming 2010 standards, and more about why we chose advanced EGR, just click www.internationaltrucks.com/2010.

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

The rule of thumb is the same no matter what you’re transporting: You’re most efficient when you’re hauling the maximum payload. And one surefire way to increase your loads each trip is to invest in lighter trucks.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

The strictness and complexity of federal bridge laws, which dictate the legal weight-to-length ratio of trucks, also makes a lighter truck desirable for many applications. In the past, fleets could maximize their capacity and still be of legal weight because trucks and bodies were built smaller. Also, bridge laws weren’t as closely enforced. But these days, it’s increasingly tough to max out your load without violating legal weight restrictions.

According to Viessman, being weight-conscious has always been part of the DNA of the company, which was founded by his great-grandfather and is now run by his father, Wayne Viessman. “Our drivers and fleet managers understand the importance of weight; it’s a big part our business,” he says. “We run a pretty good ship here, and that’s one of the reasons we went to the MaxxForce™, because we think there’s some savings to be had from running that truck.”

A lighter engine doesn’t mean you’ll sacrifice power

Currently, Viessman’s fleet features nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines. Like an increasing number of operators, Viessman opted for a lighter 13-liter engine over the heavier 15-liter options available from other manufacturers.

Many fleets have the misconception that the higher horsepower 15-liter engines translate to more power, but in actuality, torque is a much more vital factor when considering a truck’s power, say many experts. To best harness that power, the advanced fuel- and air-management systems in the MaxxForce Big Bore engines allow them to reach peak torque at 1,000 rpm. This means earlier acceleration upshifts and fewer grade-climb downshifts, which helps the engines operate more often in the lower speed range where fuel economy is inherently best.

“Everybody thinks they need the big 15-liter,” says Viessman, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

Lighten up on trailers - or make them more aerodynamic

However, the engine is only part of the equation. Another way to lighten your load is to consider investing in lighter trailers.

Recent years have seen trailers constructed from a wide range of materials like plastic, polyurethane, and even recycled materials, but to-date, the biggest challenge with running these lighter weight trailers is that the cost of building them is more expensive than those made from traditional materials.

The payback is not always there, admits some manufacturers, while others stress the long-term savings possibilities of these new trailers. In an article in Food Logistics magazine, an executive with Utility Trailer claims trailers made of composite materials can weigh from 600 to 1,000 pounds less than their standard counterparts, allowing them to hold more cargo before the 80,000 pound gross vehicle weight limit is reached.

While the cost-benefit ratio for lighter trailers may be under debate for long haul operators, there’s little doubt that making trailers more aerodynamic can go a long way towards saving money through improved fuel economy. For example, adding skirting along the sides of trailers, which minimizes flow through the trailer underbody, can reduce drag by up to 8%, says Ron Schoon, Chief Engineer, Aerodynamics, for Navistar, Inc. And reducing the gap between the tractor and trailer by eight inches can result in 0.5 percent highway fuel-economy savings.

But the fact remains: if you want to maximize payload, you need to find ways to travel lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

Login Now

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting by the ton, or getting paid by the hour: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One surefire way to increase your load each trip is to invest in a lighter truck. But despite the benefits to the bottom line, President and CEO Scott Dols of Big Truck Rentals says a high percentage of his construction customers continue to drive off the lot with heavier 15-liter engines - even though a lighter 13-liter is plenty powerful for the job at hand.

A lighter engine doesn’t mean you’ll sacrifice power

“In my opinion, that’s the number one problem with operators out there: everybody translates horsepower into power, and it’s actually a small factor,” Dols explains. “A smaller, lighter engine - if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill - it can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

Back in South Dakota, Viessman is currently running nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines, and agrees that the need for a 15-liter engine is a popular misconception. “Everybody thinks they need the big 15-liter,” he says, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

And while investing in a lighter truck may make solid business sense on paper, you also need a truck that’s durable enough for tough jobs: the gravel, the sand, the boulders, the constant back-and-forth treks deep down in a rock quarry. For construction operations, another truck option is the International PayStar®, which offers all the benefits of the lighter MaxxForce engine along with the maximum strength-to-weight ratio in the industry. In fact, its standard single frame is as strong as some competitors’ double 10-inch rails.

Lighten up on trailers and bodies

However, no matter what brand or model you run, the truck is only part of the equation when it comes to payload, says Steve Blackmon of Roger’s Manufacturing Company in Nashville. Another way to increase your weight capacity is to consider investing in a lighter truck body or trailer.

According to Blackmon, far too many fleet managers forget to ask themselves some fundamental questions when considering dump trailers or other aftermarket equipment. Because while what you haul will dictate your body needs, so does the distance you need to travel with those materials, and the conditions on the job site.

“Remember, some sites may not accommodate large trucks, trailers, or bodies,” explains Blackmon. “And when you’re hauling by the ton, you’re loading and unloading quickly. That’s where the aluminum body can be a real asset. On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

Seasonal or geographical issues might also impact your truck body decision, says Blackmon. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter… and in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

The bottom line: If you want to maximize payload, you need to find ways to go lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

Login Now

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting by the ton, or getting paid by the hour: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One surefire way to increase your load each trip is to invest in a lighter truck. But despite the benefits to the bottom line, President and CEO Scott Dols of Big Truck Rentals says a high percentage of his construction customers continue to drive off the lot with heavier 15-liter engines - even though a lighter 13-liter is plenty powerful for the job at hand.

A lighter engine doesn’t mean you’ll sacrifice power

“In my opinion, that’s the number one problem with operators out there: everybody translates horsepower into power, and it’s actually a small factor,” Dols explains. “A smaller, lighter engine - if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill - it can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

Back in South Dakota, Viessman is currently running nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines, and agrees that the need for a 15-liter engine is a popular misconception. “Everybody thinks they need the big 15-liter,” he says, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

And while investing in a lighter truck may make solid business sense on paper, you also need a truck that’s durable enough for tough jobs: the gravel, the sand, the boulders, the constant back-and-forth treks deep down in a rock quarry. For construction operations, another truck option is the International PayStar®, which offers all the benefits of the lighter MaxxForce engine along with the maximum strength-to-weight ratio in the industry. In fact, its standard single frame is as strong as some competitors’ double 10-inch rails.

Lighten up on trailers and bodies

However, no matter what brand or model you run, the truck is only part of the equation when it comes to payload, says Steve Blackmon of Roger’s Manufacturing Company in Nashville. Another way to increase your weight capacity is to consider investing in a lighter truck body or trailer.

According to Blackmon, far too many fleet managers forget to ask themselves some fundamental questions when considering dump trailers or other aftermarket equipment. Because while what you haul will dictate your body needs, so does the distance you need to travel with those materials, and the conditions on the job site.

“Remember, some sites may not accommodate large trucks, trailers, or bodies,” explains Blackmon. “And when you’re hauling by the ton, you’re loading and unloading quickly. That’s where the aluminum body can be a real asset. On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

Seasonal or geographical issues might also impact your truck body decision, says Blackmon. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter… and in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

The bottom line: If you want to maximize payload, you need to find ways to go lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting by the ton, or getting paid by the hour: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One surefire way to increase your load each trip is to invest in a lighter truck. But despite the benefits to the bottom line, President and CEO Scott Dols of Big Truck Rentals says a high percentage of his waste and construction customers continue to drive off the lot with heavier 15-liter engines - even though a lighter 13-liter is plenty powerful for the job at hand.

A lighter engine doesn’t mean you’ll sacrifice power

“In my opinion, that’s the number one problem with operators out there: everybody translates horsepower into power, and it’s actually a small factor,” Dols explains. “A smaller, lighter engine - if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill - it can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

Back in South Dakota, Viessman is currently testing nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines, and agrees that the need for a 15-liter engine is a popular misconception. “Everybody thinks they need the big 15-liter,” he says, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

Lighten up on trailers and bodies

However, the engine is only part of the equation. Another way to lighten your load is to consider investing in a lighter truck body or trailer, and recent years have seen trailers constructed from a wide range of lighter materials like plastic, polyurethane, and even recycled materials.

But according to Steve Blackmon of Roger’s Manufacturing Company, a Nashville-based maker of heavy-duty dump bodies and trailers, far too many fleet managers forget to ask themselves some fundamental questions when considering trailers or other aftermarket equipment - questions that could have a huge impact on the final weight of your vehicle. Because while what you haul will dictate your body needs, so will the distance you need to travel with those materials, as well as the road conditions.

“Remember, some areas may not accommodate large trucks, trailers, or bodies,” explains Blackmon. “And when you’re hauling by the ton, you’re loading and unloading quickly. That’s where the aluminum body can be a real asset. On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

“Seasonal or geographical issues might also impact your truck body decision,” says Blackmon. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter… and in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

The bottom line: If you want to maximize payload, you need to find ways to go lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting by the ton, or getting paid by the hour: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One surefire way to increase your load each trip is to invest in a lighter truck. But despite the benefits to the bottom line, President and CEO Scott Dols of Big Truck Rentals says a high percentage of his waste and construction customers continue to drive off the lot with heavier 15-liter engines - even though a lighter 13-liter is plenty powerful for the job at hand.

A lighter engine doesn’t mean you’ll sacrifice power

“In my opinion, that’s the number one problem with operators out there: everybody translates horsepower into power, and it’s actually a small factor,” Dols explains. “A smaller, lighter engine - if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill - it can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

Back in South Dakota, Viessman is currently testing nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines, and agrees that the need for a 15-liter engine is a popular misconception. “Everybody thinks they need the big 15-liter,” he says, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

Lighten up on trailers and bodies

However, the engine is only part of the equation. Another way to lighten your load is to consider investing in a lighter truck body or trailer, and recent years have seen trailers constructed from a wide range of lighter materials like plastic, polyurethane, and even recycled materials.

But according to Steve Blackmon of Roger’s Manufacturing Company, a Nashville-based maker of heavy-duty dump bodies and trailers, far too many fleet managers forget to ask themselves some fundamental questions when considering trailers or other aftermarket equipment - questions that could have a huge impact on the final weight of your vehicle. Because while what you haul will dictate your body needs, so will the distance you need to travel with those materials, as well as the road conditions.

“Remember, some areas may not accommodate large trucks, trailers, or bodies,” explains Blackmon. “And when you’re hauling by the ton, you’re loading and unloading quickly. That’s where the aluminum body can be a real asset. On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

“Seasonal or geographical issues might also impact your truck body decision,” says Blackmon. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter… and in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

The bottom line: If you want to maximize payload, you need to find ways to go lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

Login Now

January 2009

Maximize your payload - and make more money - by investing in lighter trucks

The rule of thumb is the same no matter what you’re transporting: You’re most efficient when you’re hauling the maximum payload. And one surefire way to increase your loads each trip is to invest in lighter trucks.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

The strictness and complexity of federal bridge laws, which dictate the legal weight-to-length ratio of trucks, also makes a lighter truck desirable for many applications. In the past, fleets could maximize their capacity and still be of legal weight because trucks and bodies were built smaller. Also, bridge laws weren’t as closely enforced. But these days, it’s increasingly tough to max out your load without violating legal weight restrictions.

According to Viessman, being weight-conscious has always been part of the DNA of the company, which was founded by his great-grandfather and is now run by his father, Wayne Viessman. “Our drivers and fleet managers understand the importance of weight; it’s a big part our business,” he says. “We run a pretty good ship here, and that’s one of the reasons we went to the MaxxForce™, because we think there’s some savings to be had from running that truck.”

A lighter engine doesn’t mean you’ll sacrifice power

Currently, Viessman’s fleet features nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines. Like an increasing number of operators, Viessman opted for a lighter 13-liter engine over the heavier 15-liter options available from other manufacturers.

Many fleets have the misconception that the higher horsepower 15-liter engines translate to more power, but in actuality, torque is a much more vital factor when considering a truck’s power, say many experts. To best harness that power, the advanced fuel- and air-management systems in the MaxxForce Big Bore engines allow them to reach peak torque at 1,000 rpm. This means earlier acceleration upshifts and fewer grade-climb downshifts, which helps the engines operate more often in the lower speed range where fuel economy is inherently best.

“Everybody thinks they need the big 15-liter,” says Viessman, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application - mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

Viessman notes that his final decision regarding engines for his 2010 vehicles will be based primarily on fuel economy and weight. “If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” he points out.

Lighten up on trailers - or make them more aerodynamic

However, the engine is only part of the equation. Another way to lighten your load is to consider investing in lighter trailers.

Recent years have seen trailers constructed from a wide range of materials like plastic, polyurethane, and even recycled materials, but to-date, the biggest challenge with running these lighter weight trailers is that the cost of building them is more expensive than those made from traditional materials.

The payback is not always there, admits some manufacturers, while others stress the long-term savings possibilities of these new trailers. In an article in Food Logistics magazine, an executive with Utility Trailer claims trailers made of composite materials can weigh from 600 to 1,000 pounds less than their standard counterparts, allowing them to hold more cargo before the 80,000 pound gross vehicle weight limit is reached.

While the cost-benefit ratio for lighter trailers may be under debate for long haul operators, there’s little doubt that making trailers more aerodynamic can go a long way towards saving money through improved fuel economy. For example, adding skirting along the sides of trailers, which minimizes flow through the trailer underbody, can reduce drag by up to 8%, says Ron Schoon, Chief Engineer, Aerodynamics, for Navistar, Inc. And reducing the gap between the tractor and trailer by eight inches can result in 0.5 percent highway fuel-economy savings.

But the fact remains: if you want to maximize payload, you need to find ways to travel lighter. And with today’s technology, there are options available that can give you the power and strength you need from your truck and engine, without the baggage of added weight.

January 2009

Maximize your payload - and make more money - by investing in a lighter truck

The rule of thumb is the same no matter what you’re transporting: You make more money when you’re hauling the maximum payload. And one surefire way to increase your load each trip is to invest in a lighter truck.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option -- his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being weight-conscious].”

The strictness and complexity of federal bridge laws, which dictate the legal weight-to-length ratio of trucks, also makes a lighter truck desirable for many owner-operators. In the past, drivers could maximize their capacity and still be of legal weight because trucks and bodies were built smaller. Also, bridge laws weren’t as closely enforced. But these days, it’s increasingly tough to max out your load without violating legal weight restrictions.

According to Viessman, being weight-conscious has always been part of the DNA of the company, which was founded by his great-grandfather and is now run by his father, Wayne Viessman. “Our drivers and fleet managers understand the importance of weight; it’s a big part our business,” he says. “We run a pretty good ship here, and that’s one of the reasons we went to the MaxxForce™, because we think there’s some savings to be had from running that truck.”

A lighter engine doesn’t mean you’ll sacrifice power

Currently, Viessman’s fleet features nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines. Like an increasing number of operators, Viessman opted for a lighter 13-liter engine over the heavier 15-liter options available from other manufacturers.

Many owner-operators have the misconception that the higher horsepower 15-liter engines translate to more power, but in actuality, torque is much more vital when considering a truck’s power, say many experts.

“In my opinion, that’s the number one problem with owner-operators out there: everybody translates horsepower into power, and it’s actually a small factor,” explains Scott Dols, president of Big Truck Rentals. “A smaller, lighter engine -- if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill -- can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

To best harness that power, the advanced fuel- and air-management systems in the MaxxForce Big Bore engines allow them to reach peak torque at 1,000 rpm. This means earlier acceleration upshifts and fewer grade-climb downshifts, which helps the engines operate more often in the lower speed range where fuel economy is inherently best.

“Everybody thinks they need the big 15-liter,” says Viessman, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, when compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application -- mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

“There are some real problems with the urea-based system,” Dols notes. “One of those is that urea freezes at 11-degrees… so these cross-country guys hauling north of the Mason-Dixon are going to need another radiator or tank for urea, another muffler system, and a warming system to keep it from freezing.”

“If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” Viessman also points out.

But the fact of the matter is, if you want to maximize payload, you need to find ways to make your truck lighter. And with today’s technology, there are options available that can give you the power and strength you need from your engine, without the baggage of added weight.

January 2009

Maximize your payload - and make more money - by investing in a lighter truck

The rule of thumb is the same no matter what you’re transporting: You make more money when you’re hauling the maximum payload. And one surefire way to increase your load each trip is to invest in a lighter truck.

For Ryan Viessman, director of operations for the Gary, South Dakota-based reefer and hauling company Cliff Viessman, Inc., running at peak payload efficiency isn’t an option -- his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being weight-conscious].”

The strictness and complexity of federal bridge laws, which dictate the legal weight-to-length ratio of trucks, also makes a lighter truck desirable for many owner-operators. In the past, drivers could maximize their capacity and still be of legal weight because trucks and bodies were built smaller. Also, bridge laws weren’t as closely enforced. But these days, it’s increasingly tough to max out your load without violating legal weight restrictions.

According to Viessman, being weight-conscious has always been part of the DNA of the company, which was founded by his great-grandfather and is now run by his father, Wayne Viessman. “Our drivers and fleet managers understand the importance of weight; it’s a big part our business,” he says. “We run a pretty good ship here, and that’s one of the reasons we went to the MaxxForce™, because we think there’s some savings to be had from running that truck.”

A lighter engine doesn’t mean you’ll sacrifice power

Currently, Viessman’s fleet features nine 2009 International® TranStar® and forty 2009 ProStar® trucks with MaxxForce™ 13 Big Bore engines. Like an increasing number of operators, Viessman opted for a lighter 13-liter engine over the heavier 15-liter options available from other manufacturers.

Many owner-operators have the misconception that the higher horsepower 15-liter engines translate to more power, but in actuality, torque is much more vital when considering a truck’s power, say many experts.

“In my opinion, that’s the number one problem with owner-operators out there: everybody translates horsepower into power, and it’s actually a small factor,” explains Scott Dols, president of Big Truck Rentals. “A smaller, lighter engine -- if it can produce more torque, which is the pulling power that’s needed to get it out of the landfills or up a hill -- can make a huge difference. …We don’t buy based on horsepower. We spec based on torque and fuel efficiency. In a lot of cases, a 350-horsepower truck, it’ll be seven or eight percent more fuel efficient than a 425-horsepower truck, and it’ll carry a couple hundred more pounds of payload.”

To best harness that power, the advanced fuel- and air-management systems in the MaxxForce Big Bore engines allow them to reach peak torque at 1,000 rpm. This means earlier acceleration upshifts and fewer grade-climb downshifts, which helps the engines operate more often in the lower speed range where fuel economy is inherently best.

“Everybody thinks they need the big 15-liter,” says Viessman, “but our over-the-road guys going west, they’re running 80,000-pound loads and [the 13-liter engines] seem to be working pretty well.”

In fact, when compared with some engine makers, the MaxxForce 13 provides 300 to 800 pounds in weight savings, which translates to $1,000 to $2,500 in payload per truck, respectively, per year. And as we move towards the more stringent 2010 emissions standards, International anticipates at least a 200 pound weight advantage for its 2010 Big Bore engine, depending on the model and application -- mostly because of its decision to proceed with a more straightforward advanced-EGR solution as opposed to SCR systems, which require a separate tank for an additional fuel known as urea.

“There are some real problems with the urea-based system,” Dols notes. “One of those is that urea freezes at 11-degrees… so these cross-country guys hauling north of the Mason-Dixon are going to need another radiator or tank for urea, another muffler system, and a warming system to keep it from freezing.”

“If you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight,” Viessman also points out.

But the fact of the matter is, if you want to maximize payload, you need to find ways to make your truck lighter. And with today’s technology, there are options available that can give you the power and strength you need from your engine, without the baggage of added weight.

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January 2009

Finding ways to maximize payload will make your business more productive

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting materials to a neighboring state, or making a delivery across town: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for Gary, South Dakota-based Cliff Viessman, Inc., a regional company that delivers dry and liquid food across five Midwestern states, running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One way to increase your payload is to invest in a more powerful truck. For example, Roger Flynn of R&F Metals, an iron works sub-contractor from Clinton, Maryland, significantly increased the payload capacity of his medium-duty delivery vehicles once he started running the International® DuraStar® with a MaxxForce™ DT. The durable engine, which delivers the heavy-duty characteristics of big bore engines combined with the stronger and lighter frame rail system of the DuraStar, helped his trucks increase their payload from 15,000 to 25,000 pounds… just when his business needed it most.

“The distance we were traveling [for our deliveries] increased greatly, so we went with [a more powerful engine] so we could haul more material,” Flynn explains. “The DuraStar helped with the productivity of the business, there’s no doubt about it. Because now we can go longer distances and carry more weight; instead of making two trips, we can just load this one up, get rid of our product, and finish up at the end of the day.”

Flynn acknowledges he had some concerns whether a medium-duty truck would have the power to pull a load of that size, but notes that so far the truck has been doing the job without any issues. And while some truck owners have expressed concern about the performance of post-’07 emissions engines, Flynn says he’s been impressed with the get-up-and-go of the updated MaxxForce DT: “I think the power is what our drivers comment on the most… it moves up and down the road with a full load with no effort whatsoever.”

And as we move towards the more stringent 2010 emissions standards, International anticipates its MaxxForce engines will continue to provide that get-up-and-go -- along with more payload than their competitors -- thanks to the company’s decision to proceed with a more straightforward advanced-EGR solution. This marks a distinct difference between International and other manufacturers that are pursuing an SCR system, which requires a separate tank for an additional fuel known as urea.

“That could be a big deal,” says Viessman, who is still analyzing which engine system to go with for his company’s 2010 truck purchase. “It all depends on miles per gallon and weight. And if you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight.”

Lighten up on trailers and bodies

However, the engine is only part of the equation when considering payload. Another way to increase your weight capacity is to consider investing in a lighter truck body or trailer. Recent years have seen trailers constructed from a wide range of lighter materials like plastic, polyurethane, even recycled materials.

“In some cases an aluminum body can be a real asset,” notes Steve Blackmon of Nashville-based Roger’s Manufacturing Company. “On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

But according to Blackmon, far too many business owners and fleet managers forget to ask themselves some fundamental questions when considering trailers or other aftermarket equipment -- questions that could have a huge impact on the final weight of your vehicle. Because while what you haul will dictate your body needs, so will the distance you need to travel with those materials, as well as the road conditions.

Seasonal or geographical issues might also impact your truck body decision. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter,” he says. “And in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

But the fact of the matter remains: No matter what you haul, there are options available that can give you the power and strength you need to help increase your payload with each and every delivery. And that’s what lifts your bottom line.

January 2009

Finding ways to maximize payload will make your business more productive

Having the right equipment for the job is essential to the success of any business with a trucking operation. And the rule of thumb is the same whether you’re transporting materials to a neighboring state, or making a delivery across town: You make more money when you’re hauling the maximum payload.

For Ryan Viessman, director of operations for Gary, South Dakota-based Cliff Viessman, Inc., a regional company that delivers dry and liquid food across five Midwestern states, running at peak payload efficiency isn’t an option - his customers demand it. “We have quite a few applications where we get paid by the payload… with our bulk commodities we get paid more for each and every delivery. In today’s economy, with everything so tough out there, there’s savings to be made [by being a weight-conscious company].”

One way to increase your payload is to invest in a more powerful truck. For example, Roger Flynn of R&F Metals, an iron works sub-contractor from Clinton, Maryland, significantly increased the payload capacity of his medium-duty delivery vehicles once he started running the International® DuraStar® with a MaxxForce™ DT. The durable engine, which delivers the heavy-duty characteristics of big bore engines combined with the stronger and lighter frame rail system of the DuraStar, helped his trucks increase their payload from 15,000 to 25,000 pounds… just when his business needed it most.

“The distance we were traveling [for our deliveries] increased greatly, so we went with [a more powerful engine] so we could haul more material,” Flynn explains. “The DuraStar helped with the productivity of the business, there’s no doubt about it. Because now we can go longer distances and carry more weight; instead of making two trips, we can just load this one up, get rid of our product, and finish up at the end of the day.”

Flynn acknowledges he had some concerns whether a medium-duty truck would have the power to pull a load of that size, but notes that so far the truck has been doing the job without any issues. And while some truck owners have expressed concern about the performance of post-’07 emissions engines, Flynn says he’s been impressed with the get-up-and-go of the updated MaxxForce DT: “I think the power is what our drivers comment on the most… it moves up and down the road with a full load with no effort whatsoever.”

And as we move towards the more stringent 2010 emissions standards, International anticipates its MaxxForce engines will continue to provide that get-up-and-go -- along with more payload than their competitors -- thanks to the company’s decision to proceed with a more straightforward advanced-EGR solution. This marks a distinct difference between International and other manufacturers that are pursuing an SCR system, which requires a separate tank for an additional fuel known as urea.

“That could be a big deal,” says Viessman, who is still analyzing which engine system to go with for his company’s 2010 truck purchase. “It all depends on miles per gallon and weight. And if you’ve got 20 gallons of urea on these engines, well, that’s going to add some weight.”

Lighten up on trailers and bodies

However, the engine is only part of the equation when considering payload. Another way to increase your weight capacity is to consider investing in a lighter truck body or trailer. Recent years have seen trailers constructed from a wide range of lighter materials like plastic, polyurethane, even recycled materials.

“In some cases an aluminum body can be a real asset,” notes Steve Blackmon of Nashville-based Roger’s Manufacturing Company. “On each run you’ll get an extra load of payload, and you’re also burning less fuel.”

But according to Blackmon, far too many business owners and fleet managers forget to ask themselves some fundamental questions when considering trailers or other aftermarket equipment -- questions that could have a huge impact on the final weight of your vehicle. Because while what you haul will dictate your body needs, so will the distance you need to travel with those materials, as well as the road conditions.

Seasonal or geographical issues might also impact your truck body decision. “We have some customers that have two bodies built for their trucks because they haul asphalt in the spring, summer and fall, and then haul shot rock/demolition materials in the winter,” he says. “And in Florida, for example, you’re not going to deal with much rock. It’s mostly limestone, which is lighter, which means you can get away with a lighter body.”

But the fact of the matter remains: No matter what you haul, there are options available that can give you the power and strength you need to help increase your payload with each and every delivery. And that’s what lifts your bottom line.

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