abril 2018

You Are Here: Inicio / abril 2018

Focusing on Fleet Safety


Source:: Equipment world

Test Drive: Ford’s new diesel F-150 delivers great power, quick response


Five months into the calendar year, Ford’s venerable F-150 will undergo a mid-model year shakeup when the first diesel-powered versions – cranking out an EPA-estimated 30 MPGs on the highway – hit dealer lots next month.

Ford offers seven different trim levels for F-150 but the 3-liter Power Stroke V6 – Ford’s sixth available engine across its pickup line – will only be available on the upper retail tier as a $4,000 option on F-150 Lariat and a $3,000 option on King Ranch and Platinum.

Fleets will be the only ones able to buy the turbo diesel in base XL and XLT trims. Thanks to the lack of ultra-premium options and its smaller tires, fleet trucks see a lower drop in MPGs when opting for the diesel and going from two-wheel to four-wheel drive models – from 25 combined in a 4×2 to 24 combined in a 4×4 configuration. Retail models take an extra hit on the combined diesel fuel rating – down to about 22 MPGs – thanks to 20-inch wheels, all-terrain tires and a host of cool (but heavy) options

Rated at 250 hp and 440 lb.-ft. of torque, the baby Power Stroke is a little short of the 375 horsepower and 470 lb.-ft. of torque coming from the also-optional 3.5-liter EcoBoost. But the diesel does have a 4-mpg advantage in EPA estimated combined fuel rating.

That MPG delta will spread under regular heavy-towing conditions that are thirsty for low-end torque, which is the segment Ford is targeting with its smallest diesel entry.

Fleet trim trucks get a payload capacity of 2,020 pounds – about 80 pounds over retail models – again, thanks in part to the absence of cool and heavy options.

While the 3-liter Power Stroke’s 11,400 pound towing capacity is best-in-class for a full-size diesel, it’s not exactly mind boggling. In fact, it’s measurably less than the 3.5-liter EcoBoost’s max of 13,200 pounds.

Where the Power Stroke outshines the EcoBoost, however, is in how it handles the load.

How the new 3L diesel drives

EcoBoost engines boast impressive on- and off-highway MPG numbers, but under towing conditions those gas-fired MPGs can fall faster than a Raptor screaming across a dry lake bed.

In fleet trim, loaded with 1,000 pounds of lumber in the bed, the 3-liter engine nimbly handled a 44 mile dash up, down and around the mountainous Colorado terrain. I was able to nearly meet the 4×2 EPA-rated combined rating of 25 MPG, coming up just short at 24.7 MPG.

When lugging a horse trailer loaded to 6,500 pounds on a 23 mile loop featuring many steep inclines and high altitudes – both regular features in Colorado – my fuel economy dipped to about 13.4 mpg while in Tow/Haul mode.

Tow/Haul mode optimizes transmission shifting with a trailer attached, using higher shift points to minimize gear changes. Since peak torque from the Power Stroke comes in a band from about 1,750-2,250 RPM, Tow/Haul mode is a helpful co-pilot for staying in that zone.

Ford’s XL and XLT trims may not be flush with tech, but the truck is a level more than basic. It features several driving modes, including Tow/Haul, modes for wet roads and snow, Sport Mode and Eco-Mode – each optimized for efficiency under the various conditions.

I found Sport Mode to be just that: sporty. The feature changes the frequency of gearshifts through the 10 speed automatic, staying in the power band sweet spot longer. Instead of shifting gears up and down for max-efficiency, the transmission holds a gear longer to make driving more responsive.

The engine’s variable geometry turbo and pilot injection system practically eliminates turbo lag. You’re not going to beat the guy in the Mustang GT out of the hole, but you don’t have to wait for the turbo to kick in before the truck leaves the line. The engine’s response to input from the pedal was quick.

Driver-friendly power

Enhanced insulation in and around the dash keeps what little noise the engine makes from filtering into the cabin. Even the work truck models, which get a rubber floor liner versus carpet on higher trims, offer a quiet driving experience.

In the absence of engine clatter, and with the quick response from accelerator to launch, it’s easy to forget you’re actually driving a diesel.

The torque-rich diesel makes off-road crawling and climbing hills easy. I took a King Ranch 4×4 model through a roughly 20 minute off-road course that was better suited for an ATV.

It was on this course that I expected the Power Stroke to pick up a handful of negative marks. It seemed unlikely that all that bottom-end torque could handle the ankle-deep mud. “We’ll spin these tires so deep at launch that we might find buried treasure,” I thought.

I couldn’t have been more wrong. The truck blasted right through the mud and muck – and over cross ties and rocks – with less effort than you would expect from a gasser, and the power felt expertly measured and calculated. An optional 360-degree camera system is a handy little add-on feature than allows you to see rocks and limbs around the truck that otherwise you wouldn’t see until after you’d already run over them.

For drivers who tow more than the average pickup owner – say, north of about 3 tons – the 3-liter Power Stroke is a viable option that provides a driver-friendly but efficient on-road experience.

Source:: Equipment world

Wirtgen debuts new milling drum assembly for W 150 CFi compact machine


In Paris this week, Wirtgen debuted a new milling drum assembly for the W 150 CFi, billing it now as the most powerful cold milling machine in the compact class.

The package of the new five-foot-nine-inch width cutting drum assembly plus the machine was shown for the first time at a trade fair.

The W 150 CFi is especially suitable for major construction sites in urban settings and elsewhere where space is restricted. It allows operators flexibility, thanks to three different milling drum speed options. The machine has a 400-horsepower engine for maximum torque.

It was one of 30 machines that Wirtgen displayed at the show in Paris, where visits were down slightly due to a strike by transportation workers this week but customer interest still high, according to a company spokeswoman Michaela Adams.

Wirtgen experts say the W 150 CFi’s flexible cutter system enables milling drums with a working width between 23.6 inches and 4 feet, 11 inches.

Operators can also achieve optimal weight distribution, the company says, thanks to the machine’s low weight and centrally position milling unit.

For maximum traction of the crawler tracks, Wirtgen has adopted the central cutting drum design from its large milling machines.

To efficiently transfer the power of the W 150 CFi to the road, this model has an Intelligent Speed Control (ISC) traction control system so all four crawler tracks run at constant speed and high traction.

The electronic track control system minimizes track pad wear and guarantees traction regardless of ground conditions, Wirtgen says.

The front-end loading conveyor’s speed can be adjusted, and there’s a particularly large slewing angle of up to 60 degrees to both sides.

The travel speed is up to 4.7 miles per hour. And between sites, there’s quick transport thanks to this machine’s compactness and hydraulic folding conveyor. With an operating weight of 45,856 pounds, the W 150 CFi can be transported without a special heavy transport permit in most cases.

Automatic machine alignment, parallel to the road surface, comes via the four-fold full-floating feature, which has been enhanced to provide quick parallel alignment and perfect leveling capabilities.

Leveling system with wide variety of sensors.

The W 150 CFi also boasts the Level Pro Plus leveling system in its machine control system, which helps remove the pavement layers to the specified depth. Developed specifically for cold-milling machine, Level Pro Plus offers a free menu confiscation and intuitive one-hand operation via a rotary control.

There are displacement sensors integrated in the hydraulic side plate cylinders and then displayed on a high-resolution screen. And a hydraulic sensor detects the reference level in front of the milling drum.

Also, there are up five cameras plus a head-wearing screen on this machine. One camera each is installed at the end of the discharge conveyor and beneath the machine for images of the loading situation and the areas in front of the milling drum housing, the company says.

Quick-release coupling makes for easy plugging of hydraulic connections, and there’s increased loading performance because the conveyor belt speed has been ramped up by 15 percent, and the cleat profile enlarged by 28 percent.

An adjustable canopy features literally telescoping extensions and movable glass in the front and back. There’s also an air compressor system.

The new 5-foot-nine inch milling drum assembly for the compact milling machine W 150 CFi is already available on the North American market.

For more information on this machine, click here.

Also shown in Paris

Wirten experts were showing visitors how the AutoPilot 2.0 could bring higher paving accuracy at lower cost. And the Duraforce milling and mixing motor was billed as a rotor for all applications.

Wirtgen’s other machines featured in Paris, and available in North America, include:

  • the compact cold milling machine W 100 CFi
  • WR 200i wheeled mobile cold recycler and soil stabilizer
  • Streumaster’s binding agent spreader SW 18 SC
  • Slipform paver SP 64i
  • Wheeled recycler and soil stabilizer WR 240i
  • Tractor-towed stabilizer WS 250
  • WLM 30 laboratory mixer
  • WLB 10 S laboratory foamed bitumen plant
  • WLV 1 laboratory compactor

Source:: Equipment world

Skyjack SJ4740 electric scissor lift prototype debuts at Intermat


Skyjack showcased its SJ4740 electric scissor lift prototype at the Intermat trade show in Paris last week.

Developed in response to the incoming ANSI mobile elevating work platform standards, the SJ4740’s three-year-plus development also offered a chance for Skyjack to address lowering the overall cost of ownership, says Kristopher Schmidt, product manager. “It also gave us the opportunity to come up with a more global machine,” he says.

New control box.

New features include an upper control box with integrated shroud and service friendly components, a SkyCoded control system and diagnostic display, a single-location emergency lowering toggle switch and pothole protection.

The SkyCoded control system integrates the functionality of the motor controller, relays and load sense into one system that requires less maintenance and service. “While some manufacturers have gone to a CAN bus system, we wanted to keep our number coded wiring and integrate into the new module,” Schmidt says. “Now its easy to troubleshoot a down machine. Not only does it give you a code, it tells you what’s wrong with the machine. And if something breaks, you can still fix it the old-fashioned way using a multimeter. It makes service easier.”

The machine’s single location emergency E-Lowering toggle switch is integrated in the hydraulic swing-out tray. Unlike current machines, an access rod is no longer needed to reach the relief valve and what used to be a two-step process is reduced to a flip of a switch.

The SJ4740 can also connect to Skyjack’s new Elevate telematics system, providing owners with several data points to help manage their machines.

The units also come with pothole protection, directly mounted to the chassis with a simplified mechanical design, according to the company. The machine is driveable at full height with the rollout deck fully extended. Ground clearance has been improved by up to 45 percent, says Skyjack.

Depending on the timing of the release of the new ANSI standards, Skyjack anticipates the SJ4740 to be in production around early 2019.

Source:: Equipment world

Equipment Roundup: Wacker Neuson unveils first fully-electric excavator; GMC Sierra AT4 is off-road luxury; Ditch Witch partners with Vacuworx; The top financed excavator brands of 2017; Vögele debuts at Intermat


Vögele debuts revamped Big MultiPlex Ski, new technology at Intermat

At Intermat, Road paver manufacturer Vögele is showcasing its latest generation of sensors for grade and slope control. Whether on their own or in combination with the new Big MultiPlex Ski, they deliver optimal results in asphalt paving, the company says.

From narrow radii when constructing roundabouts to long straights on trunk roads, the requirements on sensors for grade and slope control can range widely, depending on the particular job.

Vögele is offering a comprehensive range of sensors encompassing various mechanical and sonic sensors and the Big MultiPlex Ski sensor system.

To read more, click here.

Cat, Komatsu, Deere were the top financed excavator brands in 2017

By number of units sold, Cat, Komatsu and Deere were the top financed brands of new mid- and large-size excavators during 2017, according to an analysis of EDA data.

EDA is a division of Randall-Reilly, parent company of Equipment World, which tracks UCC-1 filings, used by lenders when a machine is financed.

During 2017, more than 23,300 excavators were financed by 16,200-plus buyers, with 45 percent of that total involving transactions for new machines.

For this analysis, we included both crawler and wheeled excavators, and excluded compact excavators below 8 metric tons. (While many manufacturers designate 8- to 10-metric ton machines as compact excavators, EDA starts its mid-size segment at more than 8 metric tons.)

Nearly 18 percent of all new and used excavator sales in 2017 took place in five states: Texas, Georgia, North Carolina, New York and Florida. Texas easily took the first-place position with 1,354 machines sold, 628 more units than second-place Georgia.

To read more, click here.

Ditch Witch partners with Vacuworx to offer vacuum lifts for mini skid steers

Ditch Witch and Vacuworx have joined forces to offer vacuum lifting attachments for Ditch Witch’s mini skid steers.

Vacuworx says its PS 1 Portable and SL 2 Subcompact Vacuum Lifting Systems are compatible with the full line of Ditch Witch’s construction-grade mini skid steers – the SK600, SK800, SK1050 and SK1550.

The new partnership will allow Vacuworx to expand its product distribution and reach new markets, says Vacuworx President Bill Solomon. All Vacuworx products are being offered at participating Ditch Witch dealerships, the company says.

Ditch Witch says the partnership will allow it to provide its customers with greater versatility and become more competitive, especially for the underground construction market.

To read more, click here.

GMC’s new Sierra AT4 combines off-road performance with high-end comfort

On the heels of introducing the redesigned and feature-packed 2019 Sierra, GMC has unveiled the first truck in a new sub-brand aimed at customers who want ample off-road capability without sacrificing the features and comfort one would expect from a GMC truck.

So, while the 2019 Sierra AT4 isn’t quite the Baja-ready behemoth that the Ford Raptor is, it’s far from just an appearance package.

With the AT4, GMC is packing in a 2-inch suspension lift, four-wheel drive, a locking rear differential and a two-speed transfer case that includes low-range 4WD gearing. The AT4 also gets off-road tuned Rancho monotube shocks, hill descent control and a traction select system.

To read more, click here.

Wacker Neuson unveils the EZ17e, its first battery-powered excavator

In Paris this week, Wacker Neuson has debuted its first fully electric, battery-powered EZ17e compact excavator.

It’s aimed for urban work, tunnels, inside buildings, golf courses, schools, hospitals and other construction jobs where you want to keep emissions and noise to a minimum.

The EZ17e is slated for release next year – first in Europe and then in the United States, possibly in the last quarter of 2019.

The zero emissions ‘E’ lineup from Wacker Neuson, which the company showcased at the Bauma show in 2016, currently comprises two battery-powered rammers, a dual power excavator, two electric wheel loaders in development, an electric track dumper and a battery-powered vibratory plate that’s already available.

To read more, click here.

Source:: Equipment world

Business Roundup: Cat must reissue engine settlement checks; H&K now larges Taylor fork dealer; Dynapac adds Road Machinery of California and Arizona; Terex Cranes dealer adds 6 Demag units; New AEM vice chair


AEM’s new vice chair is John Lagemann of Deere; Scott Harris of CNH Industrial joins board

John D. Lagemann, a Deere senior vice president of sales and marketing, has been elected 2018 vice chair of the Association of Equipment Manufacturers (AEM).

He fills the unexpired officer term of Jim Walker of CNH Industrial, who recently retired.

Also, AEM elected Scott Harris of CNH Industrial to the association’s board of directors to fill Walker’s unexpired 2018 term on the board.

“We are very pleased to announce John’s expanded leadership of AEM and welcome Scott to its board of directors,” says Dennis Slater, AEM president.

To read more, click here.

Terex Cranes distributor Renegar-Driggers adding six new Demag All Terrain Cranes to inventory

Southeastern U.S. and Caribbean Island Terex Cranes distributor, Renegar-Driggers, says it will soon add six new Damag All Terrain Cranes to its inventory, including one AC 100-4L unit, two AC 160-5 models and three AC 220-5 units.

The recent order will help Renegar-Driggers Machinery continue to support its customers and their heavy workload, the company says.

To read more, click here.

Road Machinery of California and Arizona joins Dynapac dealer network

Road Machinery of California and Arizona has joined the Dynapac North America dealer network.

Road Machinery rents, sells and supports the full Dynapac portfolio of pavers, soil compactors and asphalt rollers in the Arizona and Southern California markets. Founded in 1955 in Phoenix, Road Machinery has 14 branches, with 10 of them in California.

Road Machinery is a wholly owned subsidiary of Mitsui Ltd, which serves the construction, mining, forestry, paving and compaction markets with equipment, parts and service. Road Machinery also includes Kamatsu, NPK and Terramac products in its portfolio.

To read more, click here.

H&K becomes largest Taylor forklift distributor in Mid-Atlantic

H&K Equipment has expanded its territory to become the largest distributor of Taylor Machine Works forklifts in the Mid-Atlantic region.

H&K now provides sales, service and support for Taylor products in western Pennsylvania, eastern Ohio, the Northern Panhandle of West Virginia, and Garrett and Allegany counties in Maryland. Its affiliate Taylor Northeast already covered eastern Pennsylvania, Maryland, New York, New Jersey, Delaware and parts of Virginia.

H&K Equipment’s territory now crosses eight states and covers over 100,000 square miles.

To read more, click here.

Settlement checks to Cat engine owners issued for wrong amount

The company handling settlement payouts to Caterpillar engine owners has said it will be reissuing checks to former ACERT engine owners who were part of a $60 million class action settlement reached with the company in 2016. According to the website established for members of the class, which include anyone who owned or leased a truck with a Caterpillar ACERT engine manufactured between 2006 and 2010, a calculation error resulted in checks issued for the wrong amount.

Court documents indicate the checks shorted class members owed funds from the settlement. The settlement website says a stop payment has been issued for the checks and that the settlement administrator is “working to resolve this matter and promptly reissue settlement checks.”

A letter mailed to class members April 6 states that checks could be reissued within two weeks.

To read more, click here.

Source:: Equipment world

H&K becomes largest Taylor forklift distributor in Mid-Atlantic


H&K Equipment has expanded its territory to become the largest distributor of Taylor Machine Works forklifts in the Mid-Atlantic region.

H&K now provides sales, service and support for Taylor products in western Pennsylvania, eastern Ohio, the Northern Panhandle of West Virginia, and Garrett and Allegany counties in Maryland. Its affiliate Taylor Northeast already covered eastern Pennsylvania, Maryland, New York, New Jersey, Delaware and parts of Virginia.

H&K Equipment’s territory now crosses eight states and covers over 100,000 square miles.

“With our affiliate Taylor Northeast, we have facilities in Pittsburgh, throughout the eastern half of Pennsylvania, down into Baltimore, and up into Syracuse, New York,” says H&K President George Koch. “That gives us the ability to bring a range of expanded rental and service options to these customers. All of our fleet and service capabilities were developed with that goal in mind.”

The new H&K territory also includes locations once represented in the Pittsburgh metro area by Burns Industrial Equipment, which switched from offering Taylor products this year.

H&K Equipment’s headquarters is 15 miles from downtown Pittsburgh and at the center of its new territory, the company says.

H&K was founded in 1983 and has more than 300 employees. It consists of six affiliate companies that operate from 11 locations in Pennsylvania, Maryland and New York. In addition to high-capacity lift trucks, H&K companies also provide or manufacture small-capacity forklifts, railcar movers, personnel carriers, overhead cranes, industrial electromagnets, warehouse and racking solutions, and industrial cleaning equipment.

H&K Equipment says it is an authority in large, difficult-to-source material handling equipment.

“We have a reputation for being the big truck guys,” Koch said. “These are some of the biggest trucks out there.”

Taylor Machine Works is a privately held U.S. company that specializes in manufacturing high-capacity lift trucks, some of which handle loads in excess of 100,000 pounds. The company’s product line includes traditional forklifts, as well as rough terrain forklifts, container handlers and reach stackers. They are designed for work at ports, lumber yards and industrial sites.

Source:: Equipment world

VIDEO: Dismantling the old Sakonnet River Bridge in R.I.


Screen shot.

The Rhode Island Department of Transportation (RIDOT) began dismantling the 62-year-old Sakonnet River Bridge on Thursday morning, April 11, the Providence Journal reports. The support beams on either side of the large central arch segment of the bridge were cut, and the bridge section was slowly lowered onto waiting barges.

Four metal columns capable of holding 450 tons each were erected under the central bridge section by Burkhalter Rigging. Those columns held the bridge section in place while it was cut from the rest of the bridge. Each of the columns was made of large metal boxes piled on top of each other, from the barge up to the bridge.

At the bottom of each column was a jackup system, a set of four computer-connected lifts that allowed crews to grab the next-to-the-bottom box in each column and hold it while crews pulled the bottom box out of the pile. Then, the four lifts would ease the columns down the barge deck in unison, grab the next box, and repeat the process.

The bridge, which was built in 1956, carried Route 24 over the Sakonnet River between Tiverton and Portsmouth until the new one was built alongside it in 2012. RIDOT spokesman Charles St. Martin told the news agency that the metal removal should be done by sometime this summer, but removal of the concrete supports would not be completed until 2020.

The WPRI YouTube video below shows the arched center section of the Sakonnet River Bridge being lowered to barges.

Source:: Equipment world

ISS crewmember shares photo of Mackinac Bridge from space


International Space Station image of Mackinac Bridge. Photo by NASA astronaut Drew Feustel.

National Aeronautics and Space Administration (NASA) astronaut Andrew J. “Drew” Feustel of Lake Orion, one of the crew aboard the International Space Station, shared an overhead image of the Mackinac Bridge on April 18, providing a new perspective of the size and marvel of the Michigan landmark, mlive reports.

This was the second time he took a photo of the bridge and posted it to Social Media as part of a photo gallery of various locations on Earth, including the desert in Riyadh, Saudi Arabia, the East coast of the United States from South Carolina to Connecticut, and the Galapagos Islands.

“From a city in the desert to a bridge separating two huge lakes, the station crew has a unique vantage point to picture Earth’s natural and man-made features,” his April 18 post reads, according to the news agency.

Feustel is onboard the space station with fellow NASA astronaut Ricky Arnold and cosmonaut Oleg Artemyev of the Russian space agency Roscosmos.

Source:: Equipment world

Power Shift: Electric trucks show great promise, but can charging and fueling infrastructure keep up?


As the electrified trucking market has sprung to life in the past 18 months, it appears almost certain that these alt-fuel Class 8 trucks will begin sharing the road with diesel-powered rigs as early as late 2019. Industry newcomers Tesla, Nikola and Thor position their electric-powered rigs as viable, clean alternatives to diesel trucks, as well as a way to slash maintenance and fuel costs.

They also have brought fresh designs to the Class 8 tractor, combining aerodynamic features with aggressive styling befitting their role as workhorses.

“We wanted to show people that electric vehicles in the heavy-duty segment can be just as tough and strong as traditional diesel trucks,” says Gio Sordoni, co-founder of startup Thor Trucks, which unveiled in late 2017 a battery-powered Class 8 tractor for the short-haul market.

Even if these trucks perform as well as their makers expect, it’s not clear whether the electrical grid can handle an influx of power-hungry electric trucks, along with other electric vehicles. Also uncertain is whether these truck suppliers and their yet-to-be-built infrastructure can meet the demands of an industry with complex logistics highly dependent on the widespread availability of diesel fueling stations and trucks with long refueling cycles.

Infrastructure questions are complicated further because each of today’s three major players in the electrified trucking market targets a different segment of the industry and has its own unique refueling model.

Tesla, already a prominent pioneer in the electric car market, and the 2017-founded California-focused Thor rely on battery power and recharging stations. Thor also plans to offer battery swapping.

This rendering shows the interior of the Nikola One tractor. A large touchscreen tablet will display information such as battery level, range and mapping, as well as cabin controls. The mapping feature will allow drivers to find Nikola fueling stations and service centers, and a form of freight-matching software also will be included, Nikola says. Screens are mounted on each side to display feeds from cameras.

Nikola, the first to introduce an electric-focused rig in 2016, requires no batteries. Instead, the Nikola One uses hydrogen as its base fuel, which is converted to electric power by passing quickly over precious-metal membranes.

Tesla’s Semi, unveiled in November, has drawn the most widespread attention, particularly outside the industry. Four months after the truck’s high-profile unveiling, the company hasn’t released its key specifications, such as horsepower and torque ratings, or the weight of its battery units, which could eat into payload capacity. Nor has it said if it’s conducted fleet testing.

Despite these unknowns, fleets have forked over hundreds of thousands of dollars to secure their place in line for Tesla Semis, hoping to be among the first to deploy the all-electric rechargeable Class 8 tractor.

Tesla declined to be interviewed for this story, saying it’s not prepared to provide more detail than was shared at last year’s unveiling.

Private fleets including Anheuser-Busch, Walmart and Pepsi have ordered dozens of Semis at prices ranging from $150,000 to $200,000. For-hire fleets placing orders include J.B. Hunt and Ruan. Jim Cade, Ruan’s vice president of fleet services, says his company’s five-truck order stems from growing concerns over emissions – particularly should other states begin to follow California’s lead of passing strict emissions regulations – and from a desire to get ahead of the competition.

“This is a way to keep our options open and to understand the technology,” Cade says. “We can get it in front of customers to see if there’s a fit. We wanted to get our toe in the water to understand the tech and make sure we’re not left behind in implementing something like that.”

Tesla last November presented a completely reimagined truck interior for its Semi that includes a center-mounted seat, more in the style of a cockpit. On each side of the driver will be large touchscreen displays to house electronic logging applications, navigation, truck information and camera displays.

Tesla has been quiet about its specs even with fleets that have placed orders, says Cade. Ruan’s order is contingent on Tesla producing a working vehicle and further review by the fleet, he says.

“We’re still concerned about the truck’s range,” Cade says. Tesla touted a 500-mile range on a full charge last year, which would fit Ruan’s regional operation of mostly 200- to 300-mile out-and-back runs. “Weight is going to be a big factor for us, and they don’t have answers on that yet. Will it impact our payload?”

His fleet’s Teslas will operate during the day and recharge at night at a station centrally located to those five units’ routes. Tesla expects Semi deliveries to begin late next year, but Cade says that timeline could bleed into 2020.

Nikola’s hydrogen-powered tractor, meanwhile, may be the closest to real-world viability. Backed by hundreds of millions in financing and an ambitious young entrepreneur, the company’s working quickly to develop fueling infrastructure. And unlike its chief competitors in the segment, it’s targeting the long-haul market with a tractor boasting beefy specs: upward of 1,000 hp and 2,000 lb.-ft. of torque with a 1,200-mile range on a tank of hydrogen.

The Tesla Semi gets 500 miles of range on a single charge.

Trevor Milton, Nikola’s 37-year-old founder, says test units should be delivered to fleets by yearend. The company already has received $2 billion in orders with more than 8,000 reservations, he says.

“Our main goal is to get these trucks in the hands of fleets at the end of the year, and then let them run it and show the world why hydrogen is better,” Milton says. “It has range and weight advantages” over battery-powered trucks, “and it can out-tow diesel. It’s cleaner and more economical.”

The company also has well-entrenched industry partners, including Wabco, Bosch, Meritor and Ryder. The partnership with Ryder alone gives it an 800-location service network “on Day 1,” he says.

Milton expects two hydrogen fueling stations to be completed by the end of the year, both in the Western half of the United States. Fourteen more stations will be added next year.

“In 2020, we’ll ramp up production with another 50 to 100 stations, and in 2021, we’ll enter full production on trucks and stations.” He anticipates producing 500 trucks in 2021 and 1,500 trucks in 2022. Within 10 years, the company targets producing 35,000 trucks annually.

Thor, founded by Sordoni and business partner Dakota Semler, is conducting fleet testing in California for its ET-One electric tractor. They hope to begin taking orders next year.

The focus now is on short-haul segments such as drayage operations, Sordoni says. The ET-One has a 300-mile range, and its 800-kilowatt-hour battery can be recharged or swapped out for a fresh battery. Instead of public charging and swapping stations, Thor is working with fleets to install such infrastructure at fleet facilities, akin to fleets’ existing onsite diesel pumps.

Trevor Milton, founder of Nikola Motor Company, unveiled the Nikola One at company headquarters in Salt Lake City.

“Eventually, long haul makes sense,” Sordoni says. “Right now, we’re focused on daycab 300-mile-and-under applications.” Thor’s trucks can reach a full charge in 90 minutes, he says, and if the rig needs to be redeployed more quickly, “we would look at battery swapping.”

In the past year, two traditional suppliers also have touted their progress in the fledgling electric market.

Cummins’ Class 7 Aeos is a battery-powered rechargeable tractor and is meant as a prototype to showcase the company’s electrification efforts. “Our approach right now is developing fully electric and hybrid-electric drivetrains and a whole range of components,” says Julie Furber, Cummins’ director of electrification.

To that end, the company recently acquired two battery pack suppliers, Furber says. While the company isn’t commenting further on truck electrification for now, she says the technology doesn’t exist yet for battery-powered long-haul trucks.

Kenworth, meanwhile, has taken the path of Nikola. Last year, the truck maker debuted a hydrogen-electric prototype, using a hydrogen fuel cell to produce electric current. The truck will be deployed this year at Southern California ports.

The 565-hp rig is aimed at the regional market, says Stephen Olsen, Kenworth’s director of product planning. “Our testing shows that this truck performs equally as well as, if not better than, current diesel trucks,” Olsen says.

No other traditional truck makers have introduced an electric rig. Manufacturers such as Daimler and Peterbilt initially are focusing on electrification of short-haul operations, given that segment’s range and more pressing emissions regulations, as it tends to be isolated to urban areas and port applications.

Source:: Equipment world



Boulevard de la Comunidad Europea,
Tegucigalpa M.D.C, Honduras
Correo: ventas@geresahn.com


Tel.: +504 2225-3837

Envié su Mensaje

Nombre (requerido)

Correo electrónico (requerido)




Envíos a Nivel Nacional

Hacemos las entregas a su hogar o trabajo en nuestras áreas de entrega, lo que sea más conveniente para usted.

¿Cuales son nuestros servicio después de la entrega entrega?
  • Contamos con manuales técnicos de diversos modelos de tractor de las marcas que manejamos para poder servirles.
  • Ofrecemos consejos técnicos gratuitos en cualquiera de nuestras tiendas a nivel nacional.
  • Si necesita reparaciones de alta calidad a precios razonables contamos con una red de mecánicos que les podrán asistir y cuentan con nuestro apoyo de manuales herramientas especiales y repuestos para satisfacer sus necesidades de reparación.

Socios Fiables

Envíos Internacionales

Hemos cruzado las fronteras enviando productos a Nicaragua y El Salvador. Por favor tenga en mente que no todo lo que vendemos esta disponible para envíos internacionales.

Para mas detalles o consultas acerca de envíos internacionales, visite nuestro enlace Envíos Internacionales.

Entregas en Tienda

¿Como funciona?
  • Su pedido estará listo para recoger a partir del mediodía y vamos a mantenerlo en la tienda durante 7 días
  • Pedidos Nuevos hasta las 5pm serán entregados a su tienda elegida
  • Puede ordenar sus piezas o repuestos en línea y se lo enviaremos a su tienda elegida.

Servicio al Cliente


Soporte Tecnico

El soporte técnico se refiere a una gran cantidad de servicios por lo que nuestra empresa ofrece asistencia a todos los usuarios.

E: ventas@geresahn.com
T: +5042225-3837