International Advantage

From convenience features that make driving easier to diagnostic capabilities that keep your trucks on the road, the Diamond Logic® electrical system can be fully customized to bring more efficiency to your operation. Here, we detail some of the system's lesser-known benefits.

Diamond Logic, the proprietary multiplex technology from Navistar, is perhaps best known for its ability to provide control and communication between work trucks and body equipment; for example, pre-programmed safety interlocks that won't let a PTO (power take-off) operate unless the customer's programmable requirements are met (for example, the transmission must be in neutral, or a parking brake needing to be set). But all International® truck owners can take advantage of the system's many customizable and scalable features.

For example, on-highway fleets can program Diamond Logic to help protect the truck's driveline. Automatically built into each new International ProStar®+ are features that automatically release the diff (differential) locks above 25 mph, and prevent the lowering of the suspension and the sliding of the fifth wheel above 10 mph.

"Most of our competitors only offer these features through the aftermarket or as optional factory features," says Bob Dannenberg, chief engineer, truck electronics group, Navistar. "Many still use manual control valves that the driver could accidentally activate. If you let the 5th wheel slide, it could slide all the way to the end of the frame rail and you're dealing with a serious situation. It's the same thing with a suspension dump. Do you really want to allow the driver to accidentally dump the suspension with a fully loaded trailer at 60 mph?"

Another Diamond Logic feature that many fleets don't take advantage of is the automated pre-trip inspection, which cycles the lights for drivers before they hit the road. This makes it easy to achieve DOT compliance by allowing the driver to do a quick walk-around inspection of the vehicle instead of climbing into the vehicle to activate each set of lamps. Other standard features ready to be customized for your business include parking brake alarms, lights on with wipers, automatic wiper blade and windshield protection, and an optional vehicle anti-theft system.

In all of the above, the objective is the same: Keep drivers safe while also preventing them from inadvertently damaging valuable equipment.

"We custom-build our electric systems vehicle by vehicle—the instrument panel is populated based on customer order," says Dannenberg. "And it's field upgradable. That means if you change your mind or need to modify how a feature acts, you can change the parameters using Diamond Logic Builder programming software."

"For example, some customers want the brake lights to override the hazards or vice versa. With Diamond Logic, you don't have to rewire; you can simply change the parameter or code," he adds.

Fleets can see great value by employing other often-overlooked features as well. For example, to save batteries and prevent costly jump-starts, the truck's central computer can control timers that shut off dome lights and work lights after a designated time after the ignition is off.

The diagnostic capabilities also deliver quick payback. With its onboard diagnostic capabilities, the Diamond Logic system can help you diagnose the vehicle using nothing more than the odometer display in the gauge cluster and a fault code lookup table. "When you think about the number of sensors on a vehicle and what can go wrong, if you couldn't get into the system using Diamond Logic to see exactly what's going on, you could be scratching your head for a long time," explains Dannenberg.

Much like advancements in automotive technology, the end goal with Diamond Logic is to bring more convenience to the driver. The less the driver has to do manually means less fatigue, greater safety, and more efficiency for your fleet.

For more information about the Diamond Logic electrical system, go to: Diamond Logic.

It's been two years since President Obama's visit to a Navistar manufacturing plant helped jump-start the eStar™ all-electric truck from concept to reality. Since then, organizations from FedEx to Canada Post have shown the viability of the technology by placing orders for the first medium-duty truck to receive EPA certification as a clean fuel fleet vehicle.

The eStar, a Class 2c-3 electric truck and the first in its category, has attracted the attention of major delivery fleets thanks to a number of features tailor-made for that application. The vehicle has a range of 100 miles per charge and can be fully recharged within 6 to 8 hours. With zero tailpipe emissions, each eStar truck can reduce greenhouse gas emissions by as much as 10 tons annually. Plus, the windshield design provides nearly 180-degree visibility, the low-floor design allows easy loading/unloading, and the noise level is nearly non-existent.

Capable of carrying payloads up to two tons, the eStar medium-duty truck has a low center of gravity (the battery is between the frame rails, not mounted on top), a walk-through cab, and a cassette-type battery that allows ease of maintenance. It's an ideal design for around-the-clock operation, according to Mark Aubry, vice president sales and marketing, electric vehicles, Navistar, and for any operation looking to further their environmental leadership.

"For businesses, municipalities and other organizations that want to demonstrate their environmental commitment, the eStar™ is a smart option," he says. "The eStar is enabling responsible organizations who strive to have a positive impact on the environment through energy efficiency."

FedEx was among the first organizations to incorporate the eStar into its alternative-energy strategy. The first full-production eStar FedEx vehicles took to the streets in the Los Angeles area starting in June 2010. In a statement announcing the relationship, Mitch Jackson, vice president, environmental affairs and sustainability, said: "Electric trucks are still in their infancy, but we think they have a bright future in the mix of alternative energy vehicles."

Today, the FedEx commitment to electric vehicles is stronger than ever. In an op-ed column in the Financial Times earlier this year, Frederick Smith, the company's chairman, president and CEO wrote: "Only electricity can give the transport sector the flexibility to switch fuels when one or more become too expensive. ... And unlike some alternatives, the infrastructure backbone for 'refueling' electric vehicles already exists in the US national grid, which offers significant spare generating capacity at night, when it is needed for this purpose."

In April 2011, Canada Post demonstrated its confidence in the eStar. Operators of the largest fleet of delivery vehicles in Canada, the company added four eStar all-electric step vans as part of its investment in alternative technologies.

"These are the first of their kind in Canada," says Steve Clark, Canada Post's director of fleet management. "Each of these vehicles is expected to reduce CO2 emissions by nine tons per year. In the next few years, you'll see a further increase in the number of alternative vehicles being used at Canada Post. The company has made considerable investments in researching and testing alternative technologies as we look to reduce fuel consumption and greenhouse gas emissions, lessen our environmental footprint and deliver to our customers in an environmentally responsible way."

This summer, the eStar made headlines again when it was featured among a variety of electric vehicle manufacturers in the GE EV Experience Tour. The nationwide tour was designed to educate different industry segments and stakeholders on the emergence of electric vehicles and the benefits they can provide to businesses, governments and communities.

The tour made stops in six U.S. cities: San Francisco, Seattle, Los Angeles, San Diego, New York and Washington, D.C. Each day-long event included test drives, as well as presentations by GE and community leaders, and workshops to help stakeholders with EV planning, deployment, and integration strategies.

"The GE EV Experience Tour served as the perfect venue for Navistar to showcase eStar and educate attendees on smart EV options for commercial needs," says Mark Aubry, vice president sales and marketing, electric vehicles, Navistar. "As more organizations learn about the real-world benefits of all-electric technology, we expect the eStar to continue to lead the way as a clean, efficient solution."

For more information on the eStar, visit: estartrucks.com.

It's been several months since the federal government's Compliance, Safety, Accountability (formerly CSA 2010) program went live. But according to Rob Abbott, vice president of safety policy for the American Trucking Associations (ATA), many carriers, particularly smaller ones, aren't doing everything they can to protect the integrity of their safety scores. Here, he talks about the importance of keeping a close eye on your data.

Question: Are small carriers more at risk of being impacted by CSA than large carriers?

Answer: Yes and no. The CSA scores in many of the BASICS (Behavioral Analysis and Safety Improvement Categories) are based on a ratio of the number-of-violations per relevant inspection. Using these ratios, CSA compares carriers against others of similar exposure. So, arguably, you're comparing big against big and small against small. Both sizes have similar odds of being disproportionately affected by CSA. But that being said, you might presume that larger carriers, because they have more resources, were more prepared than small carriers for the launch of CSA. Therefore, they were ready [when the system went live in December 2010] to use the data and start screening drivers and challenging inspections to try to improve their scores.

One thing that's worth noting, however, is that only a very small percentage of trucking companies have taken advantage of the opportunity to go in and look at their own scores and verify their own data. In addition, by one estimate only 12% of carriers have enough data to even generate a score. That means there are a whole lot of companies that don't have data in the system.

Q: Why are there so many carriers without data in the system?

A: That could be for two reasons: One might be because they don't operate in an environment where they go across scales, so they don't have inspections flowing into the system. Or it might be because they are very small, and only have one or two inspections a year because they only have two or three trucks.

But the important thing to remember is, under CSA, if you're a carrier that doesn't have enough data in the system, you are automatically red-flagged or targeted for roadside inspections right now.

Q: So if you haven't reviewed your scores yet, you should.

A: That's right. And don't just look at your public scores. That's very important. There's a way for carriers to contact FMCSA to get a pin number to access their own data, and they can look at their scores for all seven categories, whereas the public view is limited to five categories.

Q: What should carriers be looking for when they review their scores?

A: First, make sure you haven't been erroneously hit with violations—and challenge those if you are. And remember, this is a system based on ratios of violations to number of inspections. So if you've had good inspections, those raise your denominator and improve your score. If those good inspections didn't get into the system, you need to find a way to get them in there.

Q: Some carriers are concerned that once the scores go live, there is no way to challenge them in real-time.

A: There's an opportunity to challenge, but not in real-time. And it's not in real-time because there's a lag between when the inspection happens and when the report gets into system. In some states it can happen next day, but in other states it might not be until 45 days later. And a challenge can take weeks before it's addressed because states are overwhelmed with challenges because of increased awareness of the importance of this data.

But remember, as time goes on, the violations bear less weight—the most recent have triple the impact on scores than the older ones.

Q: How often should carriers be looking at their data?

A: I recommend that carriers should be checking their data daily. The system makes doing so quite easy.

Q: Last question: How could changes to hours-of-service rules impact carriers' scores and enforcement by DOT?

A: The content of the final rule (final changes) to the hours-of-service rule will not be known until this fall. However, the proposed rule was very complex and—if implemented as a final rule—will create problems for drivers understanding them and carriers enforcing them. But it's important to note that the final rule will not be effective immediately (probably 6 to 18 months later) and that litigation over the rule could delay implementation further.

For more information on CSA, go to: Compliance Safety Accountability.

To check your carrier scores, go to: MCMIS Catalog.

The International® LoneStar® was created as a cross between a traditional "classic-style" rig and a modern, aerodynamic truck. Now, the truck can be ordered with a MaxxForce® 13, which means the best-looking truck on the road also delivers the benefits of a lighter-but still plenty powerful-13-liter engine.

The classic styling and superior aerodynamic design of the International LoneStar coined a new phrase: "Advanced Classic." The unmistakable exterior-and comfortable, best-in-class interior-has turned heads along North American highways since it was introduced three years ago. But what really captured the attention of fleets and professional drivers were the real-world economic advantages made possible with this groundbreaking truck.

"The aerodynamic LoneStar has always offered the sort of fluid economy not typically associated with an over-the-road rig," says Jesse Averhart, on-highway marketing manager, Navistar. "Now, with the 13-liter engine, we expect that fluid economy to be even better."

In addition, the smaller, compact graphite iron MaxxForce 13 engine will also offer a weight advantage. A lighter truck, of course, delivers more payload. And the MaxxForce 13 weighs about 645 lbs less than competitive 15-liter engines, some of which are made of gray iron. And thanks to its MaxxForce® Advanced EGR™ emissions solution, which doesn't require additional after-treatment equipment, the engine also weighs less than engines utilizing liquid urea SCR. With no liquid urea to buy, and no extra stops to make, customers can enjoy lower operating costs. Plus, the Advanced EGR in-cylinder solution brings zero hassles because there's no additional training needed for drivers and technicians.

Of course, for operations where the International LoneStar is an option, power is always going to be a factor. And with 475 hp and 500 hp versions of the MaxxForce 13 (available for delivery at the end of 2011) delivering 1,700 lb ft of torque, this engine offers plenty of hauling capability. In fact, the performance ratings are comparable to many 15-liter engines. And by achieving peak torque at a lower rpm (1,000 rpm, just over idle), and sustaining it at a higher rpm, the engine offers a more responsive off-the-line driving experience.

"Achieving peak torque at a lower rpm translates to less engine wear," says Averhart. "With a B-50 rating of 1.2 million miles, this is a truck-and-engine combination that will show up for work every day for a very long time."

The International LoneStar with the MaxxForce 13 engine also marks a significant milestone for Navistar: Now all International trucks are available with a fully integrated MaxxForce engine. Vertical integration translates to many benefits for the customer, according to Ramin Younessi, group vice president, Product Development and Strategy, Navistar.

"It gives us design advantages on multiple fronts, including how we execute engine fuel economy, performance and reduced noise vibration," he says. "But the bottom line is: When we design tighter, everything just works together."

An integrated approach also means more efficiency in the form of a one-stop shop for all of your truck and engine needs. Now, service technicians at the dealer are not only experts in the truck, but experts in the engine as well.

"Owner-operators, as well as fleets, are going to see the benefits on the service side. No doubt about it," says Averhart. "Now, they can get the service they need-for both the engine and the truck-from anywhere in our network."

Considering that International has the largest dealer network in the country-nearly 700 locations across North America-that's the kind of support that can be counted on every day, on every route.

For more information on the International LoneStar with the MaxxForce 13 engine, visit: LoneStar