Three months after wowing everyone with a redesigned 2019 Silverado 1500, General Motors has taken the wraps off the next generation of the Sierra lineup. And though the 2019 Sierra and Sierra Denali half-ton pickups feature a new design, the exterior changes are a bit more conservative than what we saw from the next-generation Chevy truck.
Beyond the different look and luxury-leaning features you’d expect from GM’s “professional grade” pickups, the new Sierra half-ton is differentiated from Chevy’s offering by three key features: a carbon fiber bed, the new MultiPro tailgate and a “Head-Up Display” that projects vehicle data onto the windshield.
We’ll get to all of these features and more in this breakdown, but let’s start with the new design.
GMC says the 2019 Sierra is bigger than the previous generation of trucks “in virtually every dimension.”
The truck maker has matched those larger proportions with design changes that made elements of the exterior a bit larger and more pronounced. The hood features a taller design, the grille is larger and the C-shaped lighting inside the headlamps (which GMC calls a “signature” design) is now a bit larger and more pronounced than before.
GMC says it has also pushed the wheels more toward the corners on these larger trucks and has wrapped them in larger diameter tires. The Sierra SLT sits on 22-inch dark aluminum wheels with chrome accents, while the Denali is outfitted with 22-inch Ultra Bright aluminum wheels.
Carbon fiber box
Though a high-strength steel bed will come standard on the 2019 Sierras, a new CarbonPro bed will be an available option. The CarbonPro is a GMC exclusive and the first carbon fiber pickup box in the industry, the truck maker says.
With CarbonPro, GMC has replaced the steel inner panels and floor with a lightweight carbon fiber composite that will be “the most durable pickup box in the segment,” GMC says, adding that it will offer “best-in-class dent, scratch and corrosion resistance” while cutting 62 pounds from the weight of the truck over the steel version.
GMC says when equipped with the CarbonPro bed, the 2019 Sierra is 360 pounds lighter than today’s Sierra thanks to the carbon fiber box in addition to the use of aluminum in the doors, hood and tailgate. The fenders and roof remain steel.
Unfortunately, the CarbonPro will not be available at launch and instead will be available “later in the model year.” But if you do opt for the standard steel bed, GMC says it still offers best-in-class cargo volume (63 cubic feet) and, thanks to a new alloy, is 50 percent stronger than the current steel bed.
Another industry first that GMC is touting is the new MultiPro tailgate. Standard on the Sierra SLT and Denali, this tailgate features six functions and positions:
- Primary Gate: Your regular old open tailgate that activates with the touch of a button on the gate or the key fob.
- Primary Gate Load Stop: With the gate open, a compartment near the top opens outward from the inside serving as a load stop for securing long objects being hauled in the bed with the gate open.
- Easy Access: With the gate open, the inner portion of the top of the tailgate folds down, creating a D-shaped opening in the gate allowing you to get closer to whatever you’re pulling out of the bed.
- Full-Width Step: From the Easy Access position, the gate folds downward even further, creating a large step for hopping up into the cab. The step can hold up to 375 pounds.
- Inner Gate Load Stop: With the gate closed, folding down the portion of the gate that creates the Easy Access opening when the gate is closed now opens out, with a portion flipping upward to act as a load stop for longer, loads situated higher in the bed.
- Work Surface: With the gate closed, flipping down the Easy Access portion of the gate creates a work surface tall enough to act as a standing desk of sorts.
Here’s a video of how all the functions work.
Interior and technology
GMC says the 2019 Sierra will offer best-in-class front head- and legroom with a higher seating position for better visibility when driving. The Denali gets exclusive materials like leather seating and authentic wood trim. GMC has also added 3 inches of rear-seat legroom. The rear seat backs open up to reveal rectangular storage spaces large enough to hold tablets, laptops, tie-down cords and more.
Technology in the trucks is headlined by a new 3″x7″ multi-color Head-Up Display. GMC says the Sierra will be the first full-size truck to offer this feature, which creates a hologram-like effect by projecting information about the truck onto the windshield in the driver’s line of sight. Unfortunately, that’s all we know about it because GMC isn’t yet sharing any visuals of how the feature actually works.
Another interesting feature is the new rear view camera mirror. GMC says this dual-function mirror offers the driver a greater field of view than a conventional rear view mirror. It uses a rear-facing high-resolution camera and high-resolution display to create a view that “can help the driver’s view around potential vision obstructions such as occupants or cargo.” You can even tilt or zoom the view the mirror displays.
Rounding out new tech on these trucks is the ProGrade Trailering System. GMC says the trucks offer hitch guidance and hitch view along with automatic electric park brake to assist with “perfect positioning” when hitching up to a trailer. Side view cameras provide assistance while driving forward or in reverse. There’s even a theft detection feature that can send text and mobile alerts from OnStar when the trailer has been detached from the truck without permission.
The 2019 Sierra will be available with the 6.2-liter Duramax diesel, a 5.3L gas V8 and a new 3L inline-six turbo diesel. The 6.2L and 5.3L engines offer a cylinder shutdown feature, allowing the truck to operate only on as many cylinders as are needed for the task at hand. The 6.2L and 3L diesels will be paired with a 10-speed automatic transmission.
GMC says the 2019 GMC Sierra SLT and Sierra Denali will go on sale this fall.
Source:: Equipment world
For the risk averse there’s no more uncomfortable feeling than the day after a truck warranty expires. Meanwhile, buyers of used equipment may never feel the sense of relief that comes with not having to shoulder all the financial load of a major equipment failure.
Aftermarket warranties have become popular add-ons for used equipment and for extending coverage beyond a factory warranty expiration date but levels of coverage differ from standard factory warranties. While a manufacturer’s warranty may cover everything from the powertrain to the radio, aftermarket warranties generally offer coverage for only critical elements.
“OEMs typically cover many more items, many of which don’t ever fail and/or that are not expensive to replace,” says Lynn Murphy, president and CEO of Premium 2000. “As much as I dislike this description, an OEM has ‘bumper-to-bumper’ responsibility for a prescribed term length. Aftermarket warranties typically cover expensive, game changing repairs; ones that can bankrupt a commercial truck owner.”
Aftermarket warranties focus primarily on the engine, including aftertreatment, the transmission and rear axles since failure along the powertrain can be expensive in parts, labor and downtime.
“Most second life buyers are under-capitalized,” adds Ted Fick, executive chairman of National Truck Protection. “They only have enough down-payment for a used truck and the last thing they can afford is to pay for a $20,000 engine repair. For a few hundred dollar deductible, you can prevent from being thrown into bankruptcy.”
In most cases, any truck that passes a certification inspection by the underwriter is eligible for warranty coverage, but Fick says trucks older than 10 model years with more than 1 million miles would require a more thorough testing, which could include a visit to a dynamometer.
Underwriters also require an ECM download to check for any known faults, but if a truck doesn’t pass inspection there is still a path to obtaining a warranty.
“Our inspection is very similar to what the OEM dealer is doing anyway,” Fick says. “If there are issues, we ask that those be remedied before we put the warranty on that vehicle.”
Getting the coverage is one thing, keeping it is another. Once the truck has passed inspection, ongoing maintenance is part of the policy. Policy holders are required to document each time the truck stops for service and those records can be used to support the validity of a warranty claim.
“Our warranty has specific maintenance requirements per the class of vehicle,” says Lindsey Stroschein, executive director of customer and retailer services, TrüNorth Warranty Plans of North America. “Regular preventative maintenance at a licensed, certified facility is required in order to keep the warranty in place.”
Under the terms of an aftermarket warranty, fleets are required to keep track of their PM receipts, making sure to include the VIN of the vehicle being serviced, date of service and mileage at time of service.
If PM mandates are not met, Murphy says a warranty claim can be denied and the truck’s coverage could be voided.
“We don’t monitor the PM process on an ongoing basis,” he says. “We ask for records at time of claim. If the owner cannot produce the record that matches the PM mandates, the claim will be denied.”
“If we pull the plug on the [oil] pan and it looks like jelly coming out of it because you haven’t been changing the oil, then we’re going to require oil change maintenance records,” adds Chad Lucky, regional service director for National Truck Protection. “If you haven’t been maintaining the truck properly, it will void your warranty.”
Stroschein says customers are required to submit their PMs to the claims department for review as part of the claim itself, adding the company does make exceptions to its required maintenance for customers with five trucks or more.
“This is considered a fleet,” she says. “Only in a fleet situation approved by TrüNorth is the customer allowed to do their own maintenance.”
Truck Master President Jeff Dobish says Truck Master will allow policy holders to perform their own maintenance.
“In the rare event that we ask for maintenance records we will even accept invoices for purchasing the materials needed if the customer performs their own maintenance,” he adds.
For fleets with their own repair facility, internal records will be accepted.
“There are very few claims that require us to ask for maintenance records,” Dobish says.
When repair is needed, the only requirement of the policy holder is to use a licensed, ASE certified mechanic that is open to the general public.
“There is no in-network restrictions,” adds Dobish. “We want our customers to use shops they trust and are comfortable with if possible.”
Requiring only ASE certification, Fick says, provides a measure of professionalism that ensures quality repair work, but it also unlocks dealerships and aftermarket service providers coast-to-coast.
“This prevents inconvenience to the trucker suffering a breakdown,” Murphy says of not steering policy holders to specific repair locations. “An OEM or network provider may be 50 to 100 miles or more away from the breakdown, but a qualified shop may be five miles away.”
“Any OEM dealership is going to have ASE certified techs,” Fick says, “and there are any number of independent repair shops that are largely ASE certified. That’s kind of the standard.”
Stroschein says the warranty does not dictate part type or show preference to brands. The underwriter simply wants the part that best fixes the problem long-term.
“We are open to the repair facility using OE parts and/or reman, refurbished or used parts,” she says. “We need to be aware of the quality of parts going into the truck during the repair.”
Dobish adds the availability to the part often dictates whether a part needs to be OEM or aftermarket.
“We prefer to use OEM parts whenever possible to take advantage of the nationwide OEM warranty for the parts,” he says. “Considering the customers uptime is the most important factor when processing claims, we will do what is best for the customer and they are involved in the entire process so they know what we are doing at all times.”
During the repair process, the protocol for an aftermarket warranty doesn’t differ wildly from filing a claim with the OEM.
A repair facility or a customer should contact the underwriter either on the phone or file a claim through and online system where claims adjustors will review all the information submitted – including the estimate – and diagnostic information. Some policies require a photo of the failed part.
“[Adjustors] will be looking to make sure that the right parts are being used and that the repairs are being completed properly,” Dobish says. “We always want to make sure the repair facility has not overlooked any progressive damage caused by the failure.”
Once the underwriter confirms the failure and that the repairs are being completed properly, they will issue a written approval to the repair facility.
“As soon as the repairs are completed and the customer is happy with the work performed, we will pay [the shop] for the repairs with a credit card, ACH payment or a wire transfer immediately,” Dobish says. “In rare occasions a customer will pay for a repair that is warrantable and submit the invoice and diagnostic data, if applicable, to us and we will reimburse them directly for the repair.”
Unlike a manufacturer’s warranty, which must be purchased at the time the truck is bought, an aftermarket warranty can be added at any point throughout the truck’s lifecycle.
“You get one chance to buy an extended [OEM] warranty,” Fick says, “whereas you can add an aftermarket warranty at any time.”
Aftermarket policies can also be purchased for trucks nearing the end of their OEM warranty. If purchased before the OEM warranty lapses, the inspection process for the truck takes into account the warranty service history.
“Having an OEM warranty still on your truck helps you,” Lucky says. “If you let it run out then it hurts you. You’re going to have a little bit more tedious inspection process.”
The policy can be set up to offer immediate coverage as soon as the OEM warranty expires.
“If the OEM warranty expires at the end of April, the aftermarket warranty would go into effect May 1 and pick up right where the OEM left off,” Fick says. “There would be no gap in warranty coverage.”
Source:: Equipment world
By Max Heine
BFGoodrich has introduced two all-terrain tires for the severe service market. The new BFGoodrich Cross Control S (steer) and Cross Control D (drive) tires target construction, logging and energy applications.
With serrated shoulders, the tires offer improved traction,” said Adam Murphy, business-to-business vice president of marketing for BFGoodrich commercial truck tires. “Staggered shoulder blocks provide optimal traction to conquer most any condition,” he said.
For durability, the tires have full-coverage protector ply, tough compounds that improve cut and chip resistance, and thick sidewalls to counter impacts and abrasions.
Goodrich is offering a “work hard guarantee” for the Cross Control line. If a customer is not satisfied with the performance, or if a tire has to be taken out of service due to road hazards in its first six months or before it’s used 50 percent of its tread life, whichever comes first, Goodrich will reimburse 50 percent of its price.
The Cross Control S is available in sizes 11R22.5 and 11R24.5 (Load Range H), 315/80R22.5 (Load Range L) and starting in May, 385/65R22.5 (Load Range J) and 425/65R22.5 (Load Range L).
The Cross Control D is available in sizes 11R22.5 and 11R24.5 (Load Range H).
Source:: Equipment world
Doosan has expanded its authorized dealer network in North Carolina with the addition of two ACT Construction Equipment locations.
One of the locations is located in Wilmington while the other is in Charlotte. ACT offers a range of Doosan equipment including crawler excavators, wheel excavators, material handlers and wheel loaders.
ACT was established in 1951 and has been under the current ownership since 1973. The company began selling compact equipment in 2008 and says it began offering Doosan equipment to complement those current compact offerings.
“ACT has a lot of compact customers who also run heavy equipment who had to go elsewhere for their heavy equipment needs,” says Britt Hefner, operations manager for ACT Construction Equipment. “ACT was looking for a heavy line that matched well with the compact equipment we already carry, and we saw it was a good match. Our core values support relationships with quality, well-supported products, which is what we found with Doosan. By carrying Doosan, we will give customers a one-stop shop for sales, parts and service.”
The Doosan-supported ACT dealerships are located at 10925 Metromont Parkway, Charlotte, North Carolina, 28269, and 3001 Boundary Street, Wilmington, North Carolina, 28405.
Source:: Equipment world
ARTBA’s petition says an antiquated federal procurement rule hinders state and local governments from buying patented or proprietary road products for federally funded projects, such as the MBT-1 mobile barrier (shown above) that is designed to protect road workers. Photo by Mobile Barriers
A 102-year-old federal procurement rule is stifling the use of products by state and local governments that could make U.S. roads safer, and it’s time for it to be repealed, says the American Road & Transportation Builders Association (ARTBA).
To that end, ARTBA filed a petition March 27 with the U.S. Department of Transportation to throw out the procurement rule, which was adopted in 1916 by the U.S. Department of Agriculture. The legal team filing the petition for ARTBA is led by former U.S. Secretary of Transportation James Burnley with Washington, D.C., law firm Venable, LLP.
The rule essentially prohibits the use of patented or proprietary products on state and local highway and bridge projects that receive federal funding, partly because it requires competitive bidding, even if it is the only such product of its kind, according to ARTBA’s petition. The rule only makes exceptions in these limited cases:
- The item is purchased or obtained through competitive bidding with equally suitable unpatented items.
- The contracting agency certifies that the item is essential for synchronization with the existing highway or that no suitable alternative exists.
- Or the item is used for research or for a special type of construction on relatively short sections of road for experimental purposes.
“Since many new technologies – particularly those that mark a significant advance in quality, performance, or durability – incorporate intellectual property,” the petition says, “the Rule inevitably impedes the development and deployment of products from the market that could save lives, minimize congestion, and otherwise improve the quality of our nation’s highways.”
The petition calls on the USDOT to allow procurement similar to those under “general federal competitive bidding rules that allow for single-source procurement under certain conditions – including when the item is available only from a single source.”
It notes that federal agencies such as the Defense Department, Coast Guard and NASA make sole-source purchases.
Along with having become obsolete, the petition says, the rule opposes President Trump’s stated goals of removing burdensome regulations for infrastructure projects.
It includes a quote from Trump from February 24:
“Every regulation should have to pass a simple test: Does it make life better or safer for American workers or consumers? If the answer is no, we will be getting rid of it and getting rid of it quickly.”
The petition says the rule fails that test because “it effectively deters state contracting agencies from acquiring the safest and most advanced products and services, while simultaneously discouraging industry from developing new, innovative products and technologies.”
ARTBA says that if the USDOT accepts the petition, it will formally propose the rule be withdrawn following required public notice and comment. It says its goal is to promote innovation for road safety and traffic improvements.
“This regulation is a relic of antiquated early 20th century thinking,” says ARTBA President Pete Ruane. “It is out of step with the Federal Highway Administration’s support for the development and procurement of the best products on the market. Repealing it would spur the use of new technology and materials that help save lives and upgrade the quality of our highways and bridges.”
Source:: Equipment world
MassDOT’s North Washington Street Bridge design plan.
The 100-year-old North Washington Street Bridge that spans Charles River between Charlestown and Boston’s North End is set to get a facelift.
Massachusetts officials have approved a $205 million project to replace the rusty truss bridge, the The Boston Globe reports, launching a grueling five-year period of lane closures and construction that will ultimately install a new bridge between Charlestown and the North End.
Work to replace the bridge will take an estimated five years, beginning this fall and finishing up in August 2023. The old bridge is considered structurally deficient and costs the state more than $1 million a year in maintenance.
According to the Massachusetts Department of Transportation’s (MassDOT) Project Overview, the new bridge will feature improvements for pedestrians and bicyclists, two vehicle lanes in each direction, and a new bus-only lane to serve buses headed to downtown Boston from the north. The proposed bridge design will also create a more open channel for boats and maintain flood control measures associated with the river’s locks.
Source:: Equipment world
To promote its Certified New Life Refurbishment program, Volvo put together a time-lapse of a loader rebuild that’s a pretty great way of wasting 3 minutes of your day.
Volvo says the video takes you “step-by-step” through the entire process of dismantling a loader and rebuilding it as a refurbished model. Volvo says this type of mid-life refurbishment “lets machine owners keep their costs down and rebuild major components of wheel loaders prior to failure.”
Beyond the benefits of increased power and a longer life, Volvo gives the machine the look of a loader that just rolled off the assembly line. Check out the video below.
Source:: Equipment world
Manitowoc has introduced the successor to a Grove crane the company said was a “worldwide hit.”
The new Grove GMK6300L-1 is a 300-tonne (350 U.S. tons) all-terrain crane that will replace the GMK6300L, which was launched in 2010. Manitowoc says several improvements have been made to the crane’s structural strength giving this new Dash-1 model better load charts than the previous model.
Specifically, the GMK6300L-1 boasts increased capacity when working at height, with 16 percent more capacity when boom length is placed between 70 and 80 meters (226-263 feet).
The new crane has a maximum tip height of 120m (394 ft.) when working with the 80m (263 ft.) main boom and 37m (121 ft.) jib. The main boom can lift up to 14t (15.4 USt) at full height and within a 14-28m (45-90 ft.) working radius. Manitowoc says this radius offers a flexible range for applications such as tower crane rigging.
The crane carrier is powered by a 580-horsepower Mercedes-Benz Tier 4 Final engine paired with an Allison torque converter transmission. The superstructure is powered by another Mercedes-Benz Tier 4 Final engine delivering 280 hp.
The new crane features the same Megatrak suspension as its predecessor and all-wheel steering comes standard. The GMK6300L-1’s counterweight slabs and auxiliary hoist are interchangeable with the Grove GMK5180-1, GMK5200-1, GMK5250L and GMK6300L.
“The GMK6300L, along with the GMK6400, effectively kick-started a new era of Grove all-terrain cranes, setting unprecedented industry standards in terms of reach, capacity and mobility,” said Manitowoc all-terrain crane director Andreas Cremer. “The GMK6300L raced to sales of 100 units in just two years and to date more than 400 have been delivered. With its significantly improved load charts and specifications, we expect the GMK6300L-1 to prove just as popular.”
Source:: Equipment world
Workhorse will deploy the country’s first fleet of all-electric, zero-emission N-GEN cargo vans next month in San Francisco through a partnership with Ryder, who serves as the exclusive maintenance provider for Workhorse’s light- and medium-duty range-extended electric vehicle fleet in North America.
“Rolling out this history making fleet of N-GEN vans in one of the most innovative cities in America is something myself and the entire team are extremely proud of,” says Duane Hughes, Workhorse President and COO. “This deployment is the first step towards transitioning the largest growing segment in the truck business into a zero-emission stronghold.”
The N-GEN cargo vans feature an ultra-low floor and a high roof that was built to improve worker efficiency and reduce physical stress on the knees and back, while also maximizing cargo space in a small footprint.
Ryder will support the electric vehicles with a combination of warranty and maintenance services as part of the Ryder SelectCare fleet maintenance portfolio. Ryder offers a network of 800 maintenance facilities across North Americato support the Workhorse electric vehicle fleet, maximizing uptime, lowering costs and keeping businesses moving.
The all-wheel drive N-GEN vans feature fast charging capabilities a 100 mile all-electric range. The built-in Workhorse Metron telematics system tracks all parameters in real time to optimize performance and efficiency. Design options will include collision avoidance system, automatic braking, lane centering warning and optional patented HorseFly unmanned package delivery drone.
First electric step vans hitting the road
W.B. Mason, the nation’s second largest privately owned office products dealer, has taken delivery of Workhorse’s larger E-GEN electric, range-extended step vans. W.B. Mason is taking delivery of four electric vehicles from Ryder this year.
“Making the switch to electric vehicles with Ryder was easy as we’ve trusted them to support our delivery operations with lease vehicles and maintenance services for over 35 years,” says Leo J. Meehan III, president and CEO of W.B. Mason.
Ryder collaborated with Workhorse to develop the electric vehicle chassis and Morgan Olson to configure a customized truck specification that meets the company’s delivery requirements. The vehicles will be supported by ChargePoint as the primary charging infrastructure provider.
Workhorse’s E-GEN step van demonstrates a 40 MPGe fuel efficiency in on-the-road applications, which Workhorse says reduces vehicle emissions by 75 percent and is six times more efficient than conventional step vans. The E-GEN model provides an average range of 120 miles on a single charge, with 60 miles all-electric utilizing Panasonic Li-Ion battery packs, and an additional 60 miles using the integrated BMW range extender.
Source:: Equipment world
Alta Equipment Company, an established Midwestern SDLG dealer, will now offer products and support to customers in central and northern Illinois.
Alta Equipment Company is now offering SDLG wheel loaders, parts and service to customers in central and northern Illinois. The Livonia, Michigan-based dealer is actively operating out of two Illinois locations and has plans to open more branches in the near future.
Alta’s growth reflects the company’s established track record of meeting and exceeding its customers’ needs.
According to Nick Tullo, sales manager for SDLG North America, that track record is why SDLG chose to partner with Alta more than two years ago.
“SDLG’s expansion into North America wouldn’t be possible without seasoned, expert dealerships that know their markets well,” he says.
“I’d say Alta fits that description. Especially when you consider that this company has facilitated some of our biggest sales in the region to date. We’re confident that our companies’ shared success will continue at Alta’s new Illinois locations, just as it has in Michigan and Indiana.”
Alta Equipment Company first offered SDLG wheel loaders to customers in Michigan back in 2015. Since then, Alta’s customers have come to know SDLG’s loaders as ideal solutions for low-hour applications, such as snow removal, aggregate loading and roadwork.
“We are excited about our expansion into Illinois because it is another opportunity for our company to build on its mission of being a total solution for the industrial market,” said Ryan Greenawalt, president of Alta Equipment Company.
“We are committed to representing only world-class products and backing them with exceptional support. SDLG fits that description, and we are confident that our new customers in Illinois will appreciate the value and intuitive operation that these wheel loaders provide.”
Source:: Equipment world