noviembre 2016

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With new Colorado ZR2, Chevy gets very real about off-road capability


Saying the truck packs “the most off-road technology of any” midsize pickup, Chevrolet has introduced the Colorado ZR2.

The ZR2 started as a concept unveiled by Chevy two years ago and was met with a response resembling something akin to “Please for the love of God sell this truck.”

Chevy says response to the concept truck was “so overwhelming the (design) team knew they needed to carry as much of the original design into production as possible.” And the production ZR2 appears to be just as serious about real off-roading capability as the concept was. And while it’s not quite a Ford Raptor competitor the ZR2 is certainly more than just an appearance package and will give Toyota’s TRD Pro some healthy competition.

Featuring a wider track and 2 inches of lift over the standard Colorado, the ZR2 also features a modified exterior design Chevy says is meant to improve the truck’s off-road clearance and overall off-roading ability. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain,” says Rich Scheer, Chevy’s director of design for trucks.

The truck’s front bumper is tapered at the ends for increased tire clearance and integrates an aluminum skid plate to protect the radiator and engine oil pan. An additional shield protects the transfer case.

The truck rides on 17- x 8-inch aluminum wheels wrapped in 31-inch Goodyear Duratrac off-road tires. A bed-mounted spare tire carrier is an available option.

Steel-tube, functional rocker protectors are standard equipment and are “strong enough to protect the body side while dragging the truck against a rock face,” Chevy says.

Front and rear electronic locking differentials come standard and are a midsize class exclusive to the ZR2, Chevy says. The ZR2 is also the only midsize off-road truck with an available diesel engine in the 2.8-liter Duramax delivering 181-horsepower, 368 lb.-ft. A 3.6L V6 delivering 308 hp and 275 lb.-ft. of torque comes standard.

2017 Chevrolet Colorado ZR2 --  Multimatic DSSV Damper

Multimatic DSSV Damper

According to Chevy, another first on this truck is the first off-road application of Multimatic Dynamic Suspensions Spool Valve dampers. These DSSV dampers are typically used in motorsport vehicles and Chevy first implemented them on the 2014 Camaro Z28.

These dampers are designed to provide an off-road ride similar to when the truck is on-road. Here’s Chevy’s explanation of how they work from their press release:

Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.

The Colorado ZR2’s DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.

The ZR2 can tow up to 5,000 pounds and carry 1,100 pounds of payload. It’s available in the following nine drive configurations:

  • 2WD
  • 2WD, locked rear differential
  • Auto 4WD
  • Auto 4WD, locked rear differential
  • 4WD Hi, locked transfer case
  • 4WD Hi, locked transfer case and locked rear differential
  • 4WD Lo, locked transfer case
  • 4WD Lo, locked transfer case and locked rear differential
  • 4WD Lo, locked transfer case, locked front and rear differentials

Source:: Equipment world

Barko launches 295B, 495B and 595B Rough Terrain Carrier log loaders


Boasting a turn radius the company says is sharper than many half-ton pickup trucks, Barko has launched its new Rough Terrain Carrier (RTC) package on three log loaders.

The new 295B, 495B and 595B RTC loaders are available in boom length options of 30, 32, 36 and 40 feet and all are powered by a 173-horsepower Cummins Tier 4 Final engine. Lift capacities range from 22,820 pounds on the 295B up to 38,820 pounds on the 595B.

The RTC package brings both 2-wheel, 4-wheel and crab steering capabilities along with front and rear planetary drive axles. In 4WD, the package offers an 18-foot turning radius and all wheels keep constant contact with the ground allowing these loaders to traverse rough terrain.

The loaders can travel up to 12 miles per hour and operators can shift on the fly thanks to a power shift transmission. RTC log loaders deliver 21,000 pounds of drawbar pull, enough to pull a small log trailer and climb steep grades of up to 45 percent.

Other features include steel lines along the inside of the frame, a 3/4-inch hitch plate for a pintle hitch mount and a travel alarm. Options include boom lights, cab risers and more.

Source:: Equipment world

Hyundai intros de-tiering kits for 9A-Series excavators and wheel loaders


Hyundai Construction Equipment has introduced a de-tiering kit for its 9A-Series excavators and wheel loaders that allow these Tier 4 machines to operate safely in lesser regulated countries.

The 9A Series has been replaced in the last couple of years by Hyundai’s new HX-Series excavators and HL-Series loaders. With some customers looking to sell these 9A-Series machines, Hyundai has released a de-tiering kit that would allow them to be resold into countries outside of the U.S. and Europe.

While more fuel efficient, the Tier 4 Interim (Stage IIIB) engines inside the 9A-Series machines require the use of ultra low sulfur fuel that is not available in many countries outside of the U.S. and Europe. The de-tiering kits, also known as “sulfur tolerance kits,” allow Hyundai dealers to modify these machines for safe use with high sulfur fuels.

The dealers de-tier these machines prior to shipment to countries outside Europe and the U.S.

Source:: Equipment world

For paving site preparation, mix of tech, thorough planning and communication save a lot of hassle


Preparation for a paving job goes well beyond simply lining up equipment and materials and readying the site. Understanding the design and specifications, soil type, and utility locations is a major step for contractors, and can make a big difference in the profitability of a job.

For Eric Covington of DECCO Contractors-Paving in Rogers, Arkansas, unexpected utility interferences have been a major challenge. They aren’t things a contractor can plan or budget for when preparing for a paving job.

road-science1016_pic2“It’s just something you can’t foresee,” he says. “Franchise utilities seem to be the worst for Northwest Arkansas, and in a lot of conversations we have with other contractors, the issues seem to be those electrical, gas, cable TV and telephone lines. In our neck of the woods, 90 percent of the time it’s utility delays.”

Covington explains how, when these underground utilities are misallocated on the engineering plan, it can have a far-reaching negative impact.

“We bid work based on hours on the job. We feel like we have a good reference point on how long it’s going to take a crew to perform per foot, whether it be pipe, or by the square yard, or by the ton of asphalt,” he says. “When you’re delayed, that hits your pocket.”

Covington feels the problem is primarily due to inaccuracies in records, or simple placement problems, but then the blame game starts.

road-science1016_pic1“When we try to recoup on those additional costs from the delays, the justification to us from the owner is that we should have known. Well, how can we know if a utility has been moved, but not documented properly? It could have been moved, but either not deep enough or far enough back.”


Engineers try to involve the utility folks, Covington says, and review the design to pinpoint what needs to be moved. But, follow-through is where the ball is dropped. “You hear back from the engineers, and they say they’ve had our plans and they know the depths, but we don’t know why they’re not doing it correctly,” Covington says.

He doesn’t blame one particular party for this frustration, and says the issues are most likely due to the rapid growth of population, and commercial growth in the area. He says these factors result in multiple adjustments to plans over just a few years, causing utility locations to get lost in the shuffle.

“Things are moving and growing at such a pace, that the utilities can’t keep up,” he says. “We’ve done some work on highway projects that the design was five years old. In that situation, the elevations might not be exact because a temporary overlay may have been put down or a piece of pipe put in. On a $6 million project we’re doing here in Rogers, they started the design on it five years ago and it’s gone through three design engineers. It’s hard to understand what everybody’s wanting.”

Covington says that factor isn’t the engineer’s fault, as it’s more of an operational and budget issue.

“When things go well, it’s usually something that’s designed pretty quick, is a high priority, and has everybody’s attention,” Covington says. “Questions get answered quickly, and you’re able to move on the project.”

He adds that things move more smoothly when it’s a collaborative effort, and nobody is pointing fingers. ”We can’t go out and dig a bunch of holes and justify it before we bid a job and spend a lot of money out there on something speculative,” he says.

“In the end, it takes having an owner, engineering company, and contractor who can all put things in perspective, look at the long term, and understand that if they can all come together and make an agreement on what needs to happen and make quick decisions, then it’s going to move a lot faster. And everybody’s fair to each other.”

Machine control

Machine control and 3D mapping has been in use far longer in dirt work than paving, so for site preparation, it’s a popular tool. Covington has 3D control on his dozers, but hasn’t yet updated his graders. However, that may change.

His company recently picked a job for a local county road where they will be placing 6 inches of base, and laying asphalt on top.

“The county road that we’re paving is 2.2 miles, so we’re going to look at it with the Leica folks,” Covington says. “We’re thinking of doing a profile of the existing road when the county gets done, and want to build our own file. We’d basically just do a centerline profile of the existing road, and build a 3D design off of that. Then, we’ll probably rent a grader with 3D control for a month.”

He describes working this way as “an adventure” for DECCO. “We’ve built new streets, greenfield streets, with GPS and grade control, but I think it’s going to be interesting to see where this goes.”

For roadway repair and rehabilitation work, site preparation revolves around ‘mill and fill’ work that can also benefit from machine control. However, the benefits of this approach are only half the equation, according to Nars Laikram, manager of commercial support and development for Vögele.

“For mill and fill, you’d rather use the 3D on the mill and let the paver follow what the mill did,” he says. “Whereas, if it’s new construction and you have the job files and need to erect stringline using surveyors, then it’s a big advantage just to use 3D, rather than spending the money to erect the stringline.”

But the same contractor that does the milling doesn’t always do the paving. In that case, there hasn’t been a lot of buy-in from milling contractors on 3D control, according to Kevin Garcia, paving segment manager for Trimble.

“They view it as slowing them down,” he says. “For them, it’s easy to set up and go. Using a 3D system and setting up slows them down because they are at a 90 percent utilization rate industry-wide, and are always busy.”

However, Garcia says vertically integrated contractors, those who do milling and paving, are beginning to use 3D control more.

Even with contractors who do both, such as Covington, the size of the job being performed on a regular basis may dictate the adoption of 3D control on milling machinery.

Covington cites a future job DECCO was awarded for a mill and fill in Siloam Springs, where curb recovery and a 2-inch overlay is to be added.

“That job is ideal for being able to use 3D control, but what we’ll end up doing is using the mill, and then dial in the depth of the curb and feather out to nothing. I think that’s a job where you could use it, being 7,000 square yards and pretty straight milling.”

Source:: Equipment world

John Deere dealer Nortrax adds sales staff in southeast region and Wisconsin


Nortrax, which operates John Deere construction and forestry dealerships in the U.S. and Canada, has added John Fairley to its Used Equipment Division in the company’s Southeast Region, and Randy Klug to its sales team in Merrill, Wisconsin.

Fairley most recent worked as the equipment division manager for a heavy highway, bridge and paving contractor. He also spent time as regional sales manager for Ritchie Brothers Auctioneers, general manager for Sure-Way Systems and positions in sales with E&E Equipment Sales and Ditch Witch.

He will be based at the Lutz Nortax location and have responsibility over seven locations in southern Florida with nearly 30 salespeople

“John’s knowledge and background in sales and heavy equipment within our used equipment department will make him a great fit moving forward within our organization,” says Scott McGuigan, Nortax Southeast vice president. “John will be responsible for all used equipment inventory, marketing and strategic planning of all used John Deere machines and allied products in our area of responsibility in Florida.”

Klug will be responsible for heavy equipment and forestry new and used sales in addition to product support. He most recently served as territory manager for Sunbelt Rentals and has worked as a sales manager for Londerville Steel in Wausau, Wisconsin. Klug also has experience as a certified welder and fabricator.

“There are tremendous opportunities within the company, including the new Nortrax Merrill facility opening in spring of 2017, and the overall strength of the John Deere brand with many new machines and technologies,” Klug says.

“In an effort to better serve our customers’ equipment needs in the Merrill area, we are pleased to welcome Randy as another member of our sales team,” says Matt Hanson, Nortrax General Manager. “He brings enthusiasm, as well as sales and technical skills. We expect him to have an excellent impact here on our customer base around the new Merrill store.”

Source:: Equipment world

Arizona DOT to launch I-17 driver safety project near Phoenix


The Arizona Department of Transportation (ADOT) will launch a driver safety project on Interstate 17 north of Phoenix to include alerts for speeding, curves and traffic conditions.

Included in the project are digital displays showing drivers their current speed in relation to the speed limit, new signs indicating curves in the highway ahead of the driver and four overhead message signs providing details of traffic conditions.

ADOT describes the stretch of interstate between Black Canyon City and Sunset receiving the updates as steep and winding. It reports a recent analysis finds more than 40 percent of driver violations cited in crashes in the Black Canyon City area is “speed too fast for conditions.”

“I-17 is vital for passenger and commercial traffic between Phoenix and northern Arizona communities,” says ADOT Director John Halikowski. “We’re determined to identify options to increase capacity in that stretch of I-17 while also working with Arizona Department of Public Safety, the Governor’s Office of Highway Safety and other agencies to emphasize what drivers can do to improve safety.”

“We drive these highways too and care deeply not only about the time motorists lose in delays but the toll in injuries and lives lost due to speeding and driver inattention,” Halikowski said. “We’re committed to improving traffic flow and enhancing safety on I-17 and won’t stop until we get this done. But we can’t ignore driver behavior. We can all get home sooner and safely if we work together to avoid crashes.”

Source:: Equipment world

Rhode Island DOT opens new Great Island Bridge in Narragansett


The Rhode Island Department of Transportation (RIDOT) recently celebrated the opening of the new Great Island Bridge in Narragansett, a project completed eight months early and $700,000 under budget.

The original bridge was completed in 1959 and was the only point of access to Great Island. It had a posted weight limit for close to 20 years and was rated as structurally deficient in 2012.

“Great Island Bridge is the major access to the summer and permanent homes on Great Island. From Great Island, residents and visitors can travel easily to beaches, restaurants, and the Block Island ferry,” says RIDOT Director Peter Alviti, Jr. “Today we can accommodate all vehicles in a safe and timely way.”

The agency reports the project, which replaced a 180-foot span, was built in two phases to allow the structure to stay open during construction, which used three spans of precast concrete box beams. It also features a cast-in-place concrete deck and sidewalks, granite curbing, metal pedestrian railing and guardrails.

Source:: Equipment world

Two New Jersey bridges set for $2.8 million rehab in Dec.


Mercer County, New Jersey, officials reported that two of the county’s bridges deemed structurally deficient will soon get some much-needed rehabilitation work, reports.

County Department of Transportation and Infrastructure officials issued a statement reporting that work would begin on Monday, Dec. 5, 2016.

“The bridges are in poor condition due to the superstructure defects that resulted in the bridges being categorized as structurally deficient,” officials told the news agency.

The contractor for the $2.8 million project is Montana Construction Inc. of Lodi. Officials told the news agency that the rehabbed single-span, concrete box beam bridges will be supported on footings with arch façades, much like the original structures, and will have two through lanes.

Depending on the weather, the project is expected to be finished in approximately five months.

Source:: Equipment world

Komatsu unveils HD465-8, HD605-8 off-highway trucks with more power, redesigned cab


Komatsu has updated its HD465 and HD605 off-highway trucks with several improvements aimed at improving the trucks’ production.

First, the HD465-8 and HD605-8 are now powered by a Komatsu SAA6D170E-7 engine that increases power to 724 horsepower over the Dash-7 models. The engine employs a diesel particulate filter and performs DPF regeneration passively with no action required from the operator and no interruption in operation.

Thanks to the new engine, fuel consumption on the new 465 is reduced by up to 7 percent and reduced by up to 12 percent on the 605. Further reducing fuel consumption is an auto idle shutdown feature which shuts the machine down after a preset idle time.

Komatsu now includes its Traction Control System as a standard feature on these trucks. The system automatically applies independent brake assemblies to achieve optimum traction in varying ground conditions, without compromising steering performance, Komatsu says. The trucks also feature Komatsu’s Advanced Transmission with Optimum Modulation Control System (K-ATOMICS) which adjusts shifting performance based on demand in order to deliver a more comfortable ride while reducing material spillage.

The improved cab on these trucks features a new air-suspension, high-back, ventilated and heated seat along with a 7-inch color display and a separate rearview monitor. Operators have access to both an integrated payload meter and automatic retard speed control which maintains a selected downhill travel speed appropriate for the grade.

Source:: Equipment world

GM to offer CNG/LNG engine option on Chevy, GMC HD trucks and vans next year


2017 Chevrolet Silverado HD

Early next year, Chevrolet and GMC will make available a compressed natural gas (CNG) and liquefied petroleum gas (LPG)-capable 6-liter V8 engine on its heavy duty trucks and commercial vans.

The engine is manufactured by Power Solutions International (PSI).

Ed Peper, U.S. vice president of GM Fleet, says expanding available engine choice is the key to helping more commercial and government fleets reduce their fuel consumption, fuel costs and emissions using alternative fuels and EVs versus using traditional gasoline.

“There are no ‘one size fits all’ solutions for fleet managers,” he says.

Ship-through will be offered on the PSI-spec’d units, allowing customers to order and take delivery from the same dealer. GM will supply vehicles equipped with the 6.L V8 engine with hardened valves and valve seats to PSI, for installation of the fuel system and other hardware. The vehicle will then be shipped directly to dealers in all 50 states.

All PSI-modified vehicles are covered by Chevrolet and GMC’s five-year/60,000-mile (whichever comes first) limited powertrain warranty.

Chevrolet also will offer CNG and LPG versions of its new Low Cab Forward commercial truck. The expanded lineup brings GM Fleet’s portfolio of alternative fuel, hybrid and EVs to more than a dozen trucks, cars and crossovers. Other recent additions include the Chevrolet Bolt EV, a Duramax 2.8L B20-capable Duramax diesel for the Chevrolet Express and GMC Savana vans and all-new available 6.6L B20-capable Duramax diesel engines for the Chevrolet Silverado HD and GMC Sierra HD.

Source:: Equipment world



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