The firm also believes that the vertical integration trends among global truck manufacturers may lead to more intricate partnerships with lubricant makers, fostering the creation of “private label” engine oils, transmission fluids, etc., which could ultimately result in tighter OEM engine oil specifications to maintain warranty coverage.

In an interview with Fleet Owner, Sandeep Kar and Wallace Lau – respectively the global director of commercial vehicle research and truck research analyst for Frost & Sullivan – explained engine oils change to much lower viscosity formulations over the next six years to boost engine efficiency and thus fuel economy.

Research by both Kar and Lau indicate that 5W-40 and 5W-30 – even so-called “zero weight” oil blends of 0W-20 and 0W-30 – are being developed for medium- and heavy-duty truck engines in an attempt to generate the fuel savings necessary to meet federal fuel economy rules. However, Lau stressed that the challenge for such “low” and “no weight” oils will be maintaining engine protection properties as well as temperature handling characteristics.

click here to visit Fleet Owner and read the complete story.

The rules, adopted in 2008 and amended last year, apply to all privately owned and federal government diesel trucks operating in California.

Separately, large fleets in California also face a Jan. 1 deadline to have SmartWay-approved fuel efficient aerodynamic technology equipment installed on 15% of trailers manufactured before 2011.

Fleets that signed up late for a phase-in option must have 20% of their 53-foot or longer dry van or reefer trailers equipped with the technology on that date.

For the engine rule, “fleet owners who need to get the facts should call CARB’s diesel hotline or go to CARB’s website for assistance,” CARB assistant chief of mobile sources Erik White said in a statement.

click here to visit Transport Topics and read the complete story.

The system consists of a coolant heater and an auxiliary AGM battery that work together to provide heat for both the truck’s sleeper bunk and the engine, keeping the driver warm and ensuring an easy start in the cold, the company said.

“By offering a system that provides heat for both the truck’s interior and the engine, we provide drivers what they need to eliminate engine idling,” said Roberyt Hoptom, CEO. “Given the current price of diesel fuel, an investment in this system today will provide a return on investment of only 12 weeks for the average over-the-road truck.”

According to Idle Free, when the vehicle is shut down, the system uses residual heat generated by the engine and circulates the heated coolant through the bunk’s heater core, the cab’s heater core, and the engine block. The electrical energy needed to move the coolant, monitor the coolant temperature, and maintain interior climate control is provided by the independent auxiliary AGM battery. When the coolant temperature falls to 140 deg., the system’s ultra-efficient diesel-fired coolant heater is automatically activated.

The system is capable of producing more than 17,000 BTUs per hour. If run continuously, the system will use less than 12 ounces of fuel per hour, the company said.

The auxiliary AGM battery can provide power to the system for more than 10 hours. It includes an optional programmable timer.

click here to visit Fleet Owner and read the complete story.

Navistar Claims SCR Technology Does Little to Protect Environment

Navistar has filed another suit against the U.S. Environmental Protection Agency, signaling the latest round in the ongoing battle between the exhaust gas recirculation-only engine manufacturer and its competitors, all of which are using selective catalytic reduction technology to meet 2010 diesel exhaust emissions regulations. Navistar opted to use in-cylinder EGR technology to meet the current standards in conjunction with banked EPA credits for meeting and beating pre-existing emissions regulations in effect prior to the 2010 regulations.

Navistar alleges in the suit filed July 5 with the U.S. District Court for the District of Columbia that the truck maker, a contractor it hired and the California Air Resources Board all say nitrogen oxide emissions skyrocket when drivers don’t keep diesel exhaust fluid topped off, rendering EPA’s SCR rule “irrelevant” altogether.

Click here to visit CCJ and read the complete story.

Cummins debuted two new products – a new organic acid technology coolant and a new handheld device for monitoring engine operations.

Cummins Filtration’s new environmentally friendly Fleetguard ES Compleat OAT (Organic Acid Technology) Coolant comes in a nitrite-, amine- and phosphate-free (NAP-free) formulation. ES Compleat OAT does not contain borate or silicate, which makes it acceptable to most OEMs around the world, Cummins said, and the NAP-free formula offers liner pitting protection and better aluminum protection than conventional OAT coolants containing nitrite, according to the company.

Click here to visit Fleet Equipment and read the complete story.

TORONTO — Ontario’s top trucking rep told provincial leaders to incorporate policies into the budget that would help trucking companies investment in new, greener technologies and equipment.

Appearing before the Legislative Standing Committee on Finance Ontario Trucking Association President David Bradley made his members’ interests known for the 2010 Ontario Budget.

While recognizing spending limitations, Bradley proposed a partnership between the trucking industry and the provincial government to accelerate the penetration of new leading edge, environmentally friendly technology, such as 2010 smog-free truck engines.

Click here to visit Today’s Trucking and read the complete story.

WINNIPEG, Man. — When fleet executives, policymakers and trucking industry stakeholders gather in Winnipeg for the Future of Trucking Symposium Feb. 17-19, one of the topics up for discussion will be ‘Vehicle Technology: LCVs; SCR/EGR; EPA – beyond 2010.’

Now’s your chance to influence how that discussion unfolds.

Research organization the Quixote Group will be presenting on the topic and wants to deliver some relevant Canadian data on how fleets and owner/operators are controling their fuel consumption and in turn, their environmental footprint.

Click here to visit Truck News and read the complete story.

WASHINGTON — In an effort to clear the air on its requirements for selective catalytic reduction (SCR) engines, the U.S. Environmental Protection Agency has issued new guidance on the miles and hours a truck can run after the DEF tank runs dry.

The original guidance from the EPA in February 2009, required engine performance to be degraded after a truck travelled a certain distance with an empty diesel exhaust fluid (DEF) tank.

As part of its lawsuit against the EPA, Navistar said that provision in the 2010 engine rules was essentially a “licence to pollute” and “pollution for convenience.”

Citing the petition for review filed in the U.S. Court of Appeals, the EPA decided to rewrite the provision and issued a letter to engine manufacturers on Dec. 30, 2009.

Click here to visit Today’s Trucking and read the complete story.

With sticker prices set to climb $6,000 to $10,000 and freight volumes – much less rates – still stuck in the doldrums, most truck OEMs expect at best a very lackluster sales environment for most of 2010. That being said, though, conversations with OEM executives reveal some possible bright spots do exist on the road ahead.

Scott Kress, senior vp-sales& marketing for Volvo Trucks North America, told FleetOwner that the selective catalytic reduction (SCR) technology his company is using on its Class 8 trucks to comply with the 2010 emission regulations will improve fuel economy in the neighborhood of 3% to 5%.

“When we look at fuel economy, there will be a payback with this technology,” Kress said. “Longer term, though, SCR will allow the engine to run under less stress. So there are benefits that can offset the higher cost of this new technology. The key is when the clouds will clear on the freight market and whether fleets can get better rates from shippers.”

Click here to visit Fleet Owner and read the complete story.

Today’s new diesel-power trucks are, by law, equipped with particulate filters, and in many models the DPF will soon will be joined by another aftertreatment device, selective catalytic reduction, or SCR, in a canister.

SCR will share the role of nitrogen oxides reduction with exhaust gas recirculation in the engine systems of all but one of the truck makers serving North America.

Operators have to know how the diesel particulate filter works and what they must do, if anything, to keep the truck running efficiently.

Similarly, the workings of SCR will demand operator awareness. As with the particulate filters, getting comfortable with SCR will require training for drivers and technicians for issues such as the significance of a new dashboard warning lamp.

Click here to visit Transport Topics and read the complete story.