2019 Ram 1500 Limited
It’s only January and it looks like Ram has already tackled some new year’s resolutions.
The 2019 Ram 1500 has checked off an impressive list including cutting weight, getting a stronger frame, adding more driver-friendly tech and introducing eTorque, a mild hybrid option that will deliver more power while using less gas.
First up is weight loss. The Ram 1500 has dropped 225 pounds, 100 pounds of which was cut from the frame through the use of advanced materials and a patent-pending design change. Composed of 98 percent high-strength steel, Ram’s new backbone offers increased stiffness and durability for 12,700 pounds of towing capability and 2,300 pounds of payload.
Ram reports that despite the weight loss, the new frame on its 2019 1500 is its strongest ever. It includes the same impact countermeasures across all configurations, and is made from 98 percent high-strength steel. Exclusive front splayed frame rail technology (patent pending) creates a highly efficient energy absorbing structure for all impact modes, including front-offset with frame integration forward of front tire. Also, frame-mounted high-strength steel tire blockers are placed behind the front tires to force wheels outward in the event of impact. Additionally, side rails are taller and fully boxed.
Ram’s latest frame, which is the lightest and longest in the segment, paved the way for the most spacious cab in the segment. Three new, longer frame lengths are offered: a 144.5-inch wheelbase on Crew Cab short beds and a 153.5-inch wheelbase on Crew Cab long beds – both four inches longer than their predecessors. The Quad Cab long bed has a wheelbase of 140.5 inches. Ram’s newest pickup offers a turning radius of just 46.2 feet, curb to curb.
Other weight reductions were made by opting for aluminum in the tailgate, engine mounts, front axle center section, front suspension crossmember, transmission crossmember and steering system gear. Composite materials used in various components, such as the air dam structure, also reduced weight.
One of the most noticeable high-tech changes in the 2019 Ram 1500 is the new Uconnect 4C with a big 12-inch touchscreen featuring split-screen capability, 360-degree camera views and exclusive content from SiriusXM with 360L.
Active safety and security systems join the technology onslaught with adaptive cruise control, forward collision warning, Blind-spot Monitoring and ready alert braking.
“The all-new 2019 Ram 1500 delivers a no-compromise approach to the full-size truck segment with strength, durability, technology and efficiency,” said Mike Manley, head of Ram Brand. “The Ram 1500 offers truck buyers leading-edge innovation with 225 pounds of weight reduction, 12,700 pounds of towing capability, a stunning Uconnect 12-inch touchscreen display and active systems that improve fuel efficiency and assist drivers. The Ram 1500 stands out as the benchmark in a very competitive segment.”
Ram reports that the 2019 Ram 1500 delivers significant gains in fuel efficiency with its eTorque mild hybrid system on second generation 3.6-liter Pentastar V6 and its popular 5.7-liter HEMI V-8 engines, the widest use of mild hybrid technology in the segment.
eTorque combines a belt-drive motor generator unit with a 48-volt battery pack to enable start/stop function, short-term torque assist and brake energy regeneration. The mild hybrid system adds up to 90 lb.-ft. of torque to the 3.6-liter Pentastar V6 and up to 130 lb.-ft. to the 5.7-liter HEMI V8.
For even greater fuel savings and an improved ride, frame-mounted active tuned mass modules (ATMM) and Active Noise Cancellation inside the cabin expand use of Fuel Saving Technology cylinder cutoff on 5.7-liter HEMI V8 and enable quiet cabin at 67.1 db.
A new generation of TorqueFlite eight-speed automatic transmissions provide improved efficiency with more powerful control computers.
A new electronic locking rear differential is standard on 4×4 off-road package and Rebel, available on all models.
Of course, it’s no secret that proper oil viscosity is critical to minimizing component wear. To that end, Ram’s heat exchanger system now includes an industry-first thermal axle to quickly warm rear axle gear oil, maximizing axle during warm-up.
Here’s the rundown of highlights for the 2019 1500 from Ram’s press materials:
- New Ram 1500 is the segment’s most aerodynamic pickup with .357 coefficient of drag and features exclusive active aerodynamics: grille shutters, air dam and air suspension
- All-new Frequency Response Damping (FRD) shocks deliver the best combination of ride, handling and comfort in a pickup
- Next generation, class-exclusive air suspension enhances fuel efficiency, improves ride, and gives greater off-road capability, load-leveling and entry/exit convenience
- Largest front brakes in segment at 14.9 inches and new electric parking brake
- New 4×4 Off-road Package includes suspension with one-inch lift, electronic locking rear axle, tuned shocks and Hill-descent Control
- All-new 2019 Ram 1500 delivers innovative technology with award-winning fourth-generation Uconnect system and class-exclusive, 12-inch reconfigurable touchscreen display featuring split-screen capability for dual-application operation
- All-new SiriusXM with 360L personalized listening experience with more variety, smart content, recommendations and thousands of hours of on-demand audio
- Fourth-generation Uconnect system SiriusXM Guardian Connected Services delivers advanced in-vehicle connected services, including 4G Wi-Fi hotspot capability
- The most powerful audio system ever available in a pickup, Harman Kardon audio system with 19 premium speakers, 900-watt surround sound amplifier, 10-inch subwoofer and active noise cancelation
- 360-degree Surround View Camera with bird’s-eye perspective of vehicle
- New multifunction USB ports and optional integrated wireless charging pad
- Available navigation system accommodates one-step, voice-controlled destination entry and enhanced 3-D navigation map graphics
- Android Auto and Apple CarPlay enable link with Uconnect 8.4-inch and 12-inch touchscreens
- The new face of Ram includes a chiseled Ram’s head logo and “RAM” grilles
- Most dramatic differentiation between models across six distinct price classes
- All-new full LED Adaptive Front-lighting System (AFS), including twin bi-functional projector headlamps, fog lamps and tail lamps
- Lighter, longer and wider, including an overall cab length increase of four inches, creating the most spacious interior for additional features and passenger comfort
- Nearly 100 percent more storage capacity versus closest competitor at 151.1 liters
- First FCA application of 12-inch fully configurable touch screen includes tailor-made graphics for various Ram models
- Reimagined center console with 12 different storage configurations offers never-before-seen customization for the most active interior real estate
- Second row includes slide reclining seats to eight degrees, a true flat-load floor with integrated RamBins with tie-down rings and expandable under seat storage
- All-new switch bank with dedicated toggle switches, wireless charging dock and up to five USBs, including four type C/A ports
Safety and Security
- All-new 2019 Ram 1500 offers more than 100 safety and security features
- Adaptive Cruise Control with Stop, Go and Hold
- Forward Collision Warning-Plus warns the driver if impact appears imminent, and assists driver response by deploying brakes
- Ready Alert Braking and Trailer-sway Damping control
- LaneSense Lane Departure Warning-Plus alerts and assist the driver with corrective action
- ParkSense Parallel/Perpendicular Park and Hill-start Assist uses ultrasonic sensors to help the driver perform technical maneuvers
Source:: Equipment world
There are plenty of obvious reasons to convert your maintenance and equipment inspection processes from paper records to digital: improved safety, shop efficiency, regulatory compliance and reduced downtime.
What’s more, electronic records can be easily upgraded and customized into different fields. You can track hours per service or repair. Inspections can be shared with your people, vendors and dealers. Repair histories can be called up instantly by anyone without having to thumb through hundreds of paper files. Inventory can be tied to the reports so you’re not caught emptyhanded on oil filters or other supplies.
Sharing is good
But the most important reason to move to paperless equipment inspections may not be so obvious, yet it has the potential to significantly transform your operations and your relationships with vendors, customers and other divisions in the company.
That benefit is the sharing of data, says J.P. Giometti, director of strategy and business development at the software company HCSS. “If you’re smart about how you share the data, you can create beautiful workflows in your company,” he says.
Giometti, who shared his insights at the Association of Equipment Management Professionals 2017 EquipmentShift conference recently, says paper records have advantages and disadvantages, but their biggest weakness is you can’t share them.
“When information can flow through your organization, you and your partners and vendors can do something with it,” Giometti says. And if you can automate some of the work you do, you can focus on what matters and not the tedious chore of processing paper, he added.
Ben Tucker, director of equipment and facilities at Barriere Construction headquartered in Metairie, Louisiana, manages a fleet of about 250 on- and off-road assets with a staff of equipment coordinators. Despite the company’s fleet size, it outsources all its maintenance and repair work. Tucker views his Bid2Win digital inspection reports as essential to communicating with these outside vendors. The efficiency and timeliness of the reports enable these service providers to maximize their time in the field, he says.
Tucker started using paperless inspections and equipment management about a year and a half ago. Since then he has been able to cut the company’s percentage of machines undergoing emergency repairs almost in half. “For years, we couldn’t get our emergency repair rates below 5 percent,” he says. “Now we’re tracking at below 3 percent, and this year, we’ll probably finish up around 2 percent.”
One of the most significant contributors to this improvement in uptime is the speed with which a paperless system records information. In the past, if an operator or technician reported a problem on the old paper-based system, it could take up to a week before the form reached a vendor or somebody who could get something done.
“The paperless system streamlines the process of getting the information from the field to the vendors to get the work done,” Tucker says. “It gets you on a more proactive timeline on certain things that are critical to the operation. It’s coming in real time.”
The accuracy of maintenance data is also a key issue for fleet managers, says Derek Piwonka, division fleet manager for rail at Balfour Beatty in Colorado. As an example, if an hour meter is broken on a machine or a technician writes down the wrong hours or the wrong machine identification number on a paper form, those errors would get filed away in a paper system, possibly resulting in a missed oil change or service interval, Piwonka says. With a digital system tied to the machine’s telematics and GPS, such mistakes are easy to spot or immediately obvious. Alerts, notices of pending PMs or warnings can be sent automatically via email to everyone who needs to know.
Piwonka started employing digital maintenance recordkeeping in preparation for the electronic logging device mandate for trucks about two years ago and is rolling out a similar initiative to put all his yellow iron assets online using a Telogis Fleet and Compliance system. Before the company started digitizing the information and putting it on the cloud, he was faced with what he calls a “blizzard of paperwork.” Along with the company’s IT staff he’s also structuring his Telogis data to feed into the company’s enterprise resource program (ERP) to better share and inform people outside of the maintenance arena.
With his yellow iron coming on line, Piwonka intends to perform detailed oil change-interval studies on his equipment. Accurately recording the hours of a large number of machines will improve the quality of the study and greatly reduce the paper computations that doing such research by hand would require, he says.
In addition to pushing data around the internet, many digital maintenance and inspection systems allow the technician to take a photo of a problem or repair and upload it to the file or a repair or maintenance log. Having the ability to take photos helps a lot, says Tucker, especially when you are using outside vendors for service.
A more advanced option for visuals comes via augmented reality by using screens or goggles such as HoloLens. “The more sophisticated companies are using augmented reality technology,” says Giometti. “It’s at an early stage, but being able to see a machine’s status simply by glancing at it through an augmented reality display could be incredibly powerful. I suggest you at least learn what is there so you can have a conversation with your vendors.”
An intermediate step to autonomy is using a service like Facetime where a technician connects with an expert back in the office and shares real-time video images of a component or problem. The expert looks at what the technician sees and guides the technician. This allows fleet managers to send less experienced technicians into the field, knowing they have a real-time backup for instructions and advice.
Systems and devices
When evaluating a maintenance software package, one of the first decisions you’ll have to make is about the hardware – the tablet or device on which the information is recorded, says Giometti. The options include:
• A device for each piece of equipment. This is a good fit for small fleets, but gets expensive for bigger ones. Misplacement of the device is unlikely since it stays with the machine.
• A device for each employee. The device can be an employee’s personal phone or a tablet issued by the company. Using personal phones is easy, but companies are required to reimburse employees for a percentage of their monthly bills. Still it can be less expensive than buying a dedicated device for every technician or mechanic. Company-issued tablets can be expensive and require some tracking as an asset.
• One device for everybody to share. This may be the least expensive option, but depending on just one device for multiple employees and equipment can be problematic. Giometti says he rarely sees companies adopt this option.
The big challenge
As with any major systems change, the biggest challenge is often selling the idea to the executive suite and the employees under your supervision. Giometti lists four suggestions for making this happen:
1. Make sure you know what is available on the market. Survey all electronic inspection options to find the best fit. Ask questions and understand the potential ROI for your business.
2. Have a plan to get internal champions and early adopters on board. You don’t have to know everything. You know equipment, you know your business. Get some millennials to help you in the transition. Own it and then put a team around you. This is not about technology; it’s about mindset.
3. The champions who work with you on the pilot should encourage employees to buy into the technology by sharing its benefits.
4. Reward top performers. Gamification techniques offer a lot of room for creativity in coming up with reward programs. The more data you collect in your system the more ideas you can think up to help employees achieve companywide goals. Examples include rewarding people for the number or percentage of inspections completed. You can also use the data to establish performance bonuses.
Small fleet solutions
If there is a negative to implementing a paperless shop management system, it is the cost and the initial ROI. Software isn’t free, and training and adoption can take time and resources.
But the situation is not as daunting as it may seem, especially for contractors with small fleets. At its simplest, you can start recording all your inspections, processes and timelines on an Excel spreadsheet or Google Docs, says Giometti. These don’t have the interoperability of most sophisticated programs. You cannot mine the data for insights or export the data into an ERP program, but they are easy to share.
Source:: Equipment world
Falcon Asphalt Repair Equipment’s new 150G and 250G tack tank trailers feature insulated tanks and a heat system controlled by thermostat.
The diesel-fired tack tanks can be trailer- or skid-mounted. The 150G has a 150-gallon tank, and the 250G holds 250-gallons.
Other features include a stainless-steel flue and a large clean-out port.
Source:: Equipment world
National Trench Safety (NTS) has announced three promotions as well as the hiring of an industry veteran as the Houston-based company restructures. NTS specializes in the rental and sales of trench and traffic safety equipment, trench and traffic safety engineering, and OSHA-compliant training classes.
“These are important moves for NTS as we position the company for our next wave of growth expanding our domestic footprint, as well as our international branch network, in 2018,” says Ron Chilton, NTS president.
NTS operates 32 branch locations in the United States and England. It provides a fully integrated national branch network delivering engineered solutions, shoring solutions and customer service. NTS plans to open several additional branch locations in the next year.
Wes Jones has been promoted to the new position of senior vice president of operational support. He’ll oversee business operations that include safety, training, the NTS University and non-fleet assets.
“As we’ve expanded our branch network, our organizational needs have evolved,” Chilton says. “As we looked at certain core business processes we had, we realized that our growth had created a need for increased focus on these efforts and Wes was the natural person to lead these initiatives.”
David Beaver has been promoted to a new position, vice president of U.S. operations. Beaver previously served as the mid-Atlantic district manager for NTS, leading growth of key start-up operations within that district.
“We are very excited to be naming David to this new position,” says Chilton. “We feel that David’s background, proven track record and ability to manage a diverse geographical area will provide us the ability to manage our growth while maintaining our reputation for customer service that has defined our market presence.”
With Beaver’s promotion, NTS has restructured its districts while promoting Dan Williamson to the new position of manager for the northeast district, which has several newer branches. Williamson, a widely known trench safety industry veteran, previously served as NTS’ Chicago branch manager.
“Dan has done a tremendous job leading the growth of our Chicago operation since he joined our team,” says Chilton, adding that Williamson’s strong product knowledge and sales focus will help us drive continued growth.
NTS also announced the addition of Ray Bilby as the company’s national and key accounts manager. Bilby is a veteran trench safety professional who is charged with growing the company’s strategic account program.
“We are very pleased to add Ray to our management team,” Chilton says. “Our larger customers with operations in multiple states have routinely requested a stronger, more centralized account management platform, and we believe Ray’s background and experience will be an asset to our customer base as we continue to broaden our national account program in the coming years.”
Adds Chilton: “We are really fortunate as we have a strong, deep team of qualified managers.”
Source:: Equipment world
Screenshot from YouTube video.
The video below shows the implosion of the remaining iron spans of the Hoskins-Jarnagin Bridge in Dandridge, Tenn. on December 21, 2017. The Standard Banner reports that the old, narrow bridge, which was completed in 1944, was removed to make way for a new $29 million concrete bridge.
The center span of the bridge had already been imploded three weeks earlier. Most of the iron from the old bridge will be hauled away for scrap, but Tennessee Department of Transportation (TDOT) officials told reporters that a section of the bridge will be donated to the Town of Dandridge for a display.
The new bridge will have 12-foot lanes, 10-foot shoulders, and a 5-foot sidewalk, but will feature a gothic arch design. Two-thirds of the structure’s width was built before the old bridge was imploded to allow traffic to switch seamlessly from old bridge to new. The remaining one-third of the new bridge’s width will be built now that the old bridge is gone.
The new bridge should be complete by April 15, 2019.
Source:: Equipment world
This Knox County bridge is included in a state program that will provide $4 million for the innovative replacement and repair of deficient county bridges in Nebraska. Construction costs will total $8.5 million.
The Nebraska Department of Transportation (NDOT) has selected 22 proposals from 68 submitted in December for the second round of the County Bridge Match Program (CBMP).
The CBMP provides funding to counties for the innovative replacement and repair of deficient county bridges.
Selected proposals include 66 bridges in 35 counties at a total construction cost of $8.5 million, the agency says.
The CBMP will fund $4 million, and counties will make up the difference through matching funds, NDOT tells Equipment World.
The program was created as a result of the 2016 Transportation Innovation Act signed into law in April 2016.
“Over the last twenty months the Department of Transportation has worked with our partners to implement a program that meets the intentions of the Transportation Innovation Act,” NDOT Director Kyle Schneweis says.
“I am proud of how the CBMP has come together in a short period of time to provide assistance to our communities by addressing critical needs within Nebraska’s transportation system. NDOT has been fortunate to have the support of Nebraska’s citizens for such critical infrastructure projects.”
The second request for proposals was announced in October, with the $4 million in matching funds to be distributed to counties across Nebraska, according to NDOT.
Selected proposals are listed here.
Source:: Equipment world
Map courtesy of Virginia DOT
Construction is scheduled to begin next year on extending Interstate 95 Express Lanes in the Fredericksburg, Virginia, area.
“This project addresses an area that traffic data company, INRIX, named ‘worst traffic hot spot’ in the nation,” said Virginia Secretary of Transportation Aubrey Layne. “Expanding the Express Lanes 10 miles south will bring much-needed relief from the existing bottlenecks along the I-95 corridor, improve reliability for commuters and freight, enhance road safety and set up the regional economy for future growth.”
Construction is expected to begin in Spring 2019 with the lanes opening in Fall 2022.
Express Lanes are designed to encourage carpooling and public transportation. Vehicles with two or more occupants can travel the faster-moving lanes at no charge. Solo drivers pay a toll. Solo drivers can remain in regular lanes and not pay a toll.
The project includes 10 miles of new two-lane reversible Express Lanes (with full shoulders) from the existing southern terminus at Route 610 to Route 17 North, and approximately 1.5 miles of an additional reversible Express Lane within the existing 95 Express Lanes south of Garrisonville Road (Route 610), according to the Virginia Department of Transportation.
Source:: Equipment world
Parts of Interstate 696 in Michigan will undergo reconstruction or repairs this year starting in spring, according to the state’s department of transportation.
MDOT plans $20 million in repairs on I-696 in Oakland County and a $90 million reconstruction in Macomb County.
Along with rehabbing the freeway, the project “will allow the east/west corridor to remain open to traffic during the 2019 planned construction of I-75 at the I-696 interchange,” MDOT says.
The contract for the I-696 work is scheduled to be finalized by early spring. MDOT says work will occur overnight with lane closures, and complete closures would occur only on weekends.
MDOT says the I-696 maintenance work in Oakland County will make driving safer and smoother. Reconstruction of the freeway section is scheduled in five years.
Source:: Equipment world
Ford Ranger is back and more capable than ever before thanks in part to some help from its highly successful global counterpart and its big brother, F-150.
While there was no talk of a Ranger Raptor at the recent unveiling in Dearborn, Michigan, the 2019 Ranger will come in an entry-level XL, mid-level XLT and high-level Lariat trim series with available chrome and sport appearance and FX off-road packages, and in SuperCab or SuperCrew cab configurations.
But perhaps the most interesting news is that Ford’s latest midsize truck will come standard with a second-generation 2.3-liter EcoBoost engine paired up with Ford’s segment-exclusive 10-speed transmission.
“We think when you put a 10-speed transmission SelectShift behind a 2.3 EcoBoost we’re essentially going to deliver a truck that gives capability, confidence similar essentially to the bigger engines in the segment with the efficiency of the smaller engine. That’s our target. That’s what we’re going to try and do,” said Ford Chief Program Engineer Rick Bolt.
While Bolt wouldn’t divulge any performance numbers yet on the powertrain, he did say that Ford is aiming for best-in-class torque with its 2.3-liter among small gassers in the midsize segment, while at the same time cashing in on the fuel efficiency of a four-cylinder engine. But don’t let its small size fool you. Ford North America Product Communications Manager Mike Levine reminded reporters of skeptics who bristled at the thought of a 2.7-liter EcoBoost powering an F-150.
“People thought how could a 2.7-liter power a full-size truck?” Levine said.
Pairing that engine up with a 10-speed transmission quieted a lot of critics.
(As a reminder, John Hennessey uses Ford’s high-output 3.5-liter EcoBoost to power his 6×6 Velociraptor. While it may not sound like an old fire breathing V8, the numbers on the dyno don’t lie).
“The (10 speed) transmission shares a lot of its internal hardware with the F-150, and like the F-150, it uses advanced alloys and advanced materials to make it both lightweight and to improve shift performance,” Bolt said.
The 2019 Ranger shares some other things in common with its F-Series sibling.
“You’re going to see frankly a lot of stuff that you recognize. We’ve used a lot of features, the technology in many cases are the same components that we have on F-150 in the interior of the truck,” Bolt said.
Ford Ranger sold outside of the U.S. also had a lot of influence on the design of the domestic 2019 Ranger. That truck, shown on the left, is a leading competitor among midsize trucks in various markets. Its success was one of the factors that prompted Ford to reenter the midsize market in the U.S.
“We’re now the best-selling midsize pickup in Europe, in South Africa and New Zealand and outside of North America we’re the second best-selling midsize pickup globally,” said Ford Truck Group Marketing Manager Todd Eckert.
Ford wouldn’t get specific about how much the latest U.S. Ranger variant borrows from its global counterpart, but according to Bolt and the pictures below, the trucks look pretty similar.
“Globally the truck shares a lot of the architecture. It shares most of the dimensions, but it’s adapted to North America where there are some very specific regulatory, customer expectations,” Bolt said.
Though Ranger outside of the U.S. can be optioned with a diesel, it’s not happening here with 2019 Ranger.
The truck’s undergone some rigorous testing, including a challenging run at Davis Dam.
“We’ve tested there and the truck’s done wonderful,” Bolt said. “We’ve also tested in sub-zero ambient conditions all over the world. We’ve tested to huge extremes just like we do on F-Series, so that by the time we get to market we can demonstrate that this truck delivers the promise that people expect from a Ford truck.”
When asked to compare the new U.S. model with the last Ranger to roll out here (model year 2011), Bolt wouldn’t divulge much.
“When Ranger went out of the segment it was a small truck. The segment is really a midsize segment now, so it’s a bigger truck, it has more capability,” he said.
We’ll let you know when Ford releases the numbers on horsepower, torque, etc.
A truck with “a different purpose”
Ford designed Ranger for a new generation of midsize truck customers who head off-road to recharge.
“This really isn’t necessarily an F-Series customer,” Eckert said. “This is a customer who isn’t using the truck as much for work as we see with F-150 and with Super Duty. It has a different purpose. This is probably a person who’s more of an urban dweller, living in the city or in town. But really, they’re taking their truck to work—that will be part of their commuting—but on the weekends, or when they have an opportunity during the week to steal some time away, it’s really their passions that recharge them, the ‘me’ time that they need doing things, that take them off the grid and off-road and the Ford Ranger will be able to get them there.”
Ranger prioritizes ground clearance to help climb over off-road obstacles. The FX4 Off-Road Package provides additional trail capability with off-road-tuned shocks, all-terrain tires, a frame-mounted heavy-gauge steel front bash plate, frame-mounted skid plates and FX4 badging.
To better meet the challenges of all-terrain driving, Ranger’s FX4 Off-Road Package features an innovative Terrain Management System similar to the F-150 Raptor’s. It includes four distinct drive modes: normal; grass, gravel and snow; mud and ruts; and sand. The system can shift on the fly to automatically change throttle responsiveness, transmission gearing and vehicle controls to tailor traction, driveability and performance to any given terrain or weather condition.
“Terrain Management System is truly a one-stop shop that allows the driver to shift modes on the fly from normal to sand to mud ruts, etc.,” said Brandon Cameron, product development engineer at Ford. “It allows the driver to change on the fly and it allows the driver to use it and any transfer case setting, not just restricted to four low.”
The FX4 Off-Road Package introduces Ford’s all-new Trail Control technology. Like cruise control for the highway but designed for low-speed, rugged terrain, Trail Control takes over acceleration and braking – sending power and braking to each individual wheel to allow drivers to focus on steering along the course.
“Trail Control is an off-road, driver assistance technology that allows the driver to set and maintain a low vehicle speed in order for them to more easily progress on their journey,” Cameron said. “Trail Control can be seen as an extension over our existing hill descent control. It’s going to replace hill descent control on this vehicle. It can also be seen as an off-road cruise control to a certain extent. Our feature allows the driver to set a speed as low as one mile per hour. You can see the need to use that over rock gardens or very technical terrains or as high as 20 miles per hour. It also allows you to use the feature in any transfer case setting, not only limited to four low.”
Besides using steering wheel mounted controls, Trail Control can also be set with the brake pedal. For instance, if the terrain calls for a slower speed, simply press the brake until the desired speed is reached and Trail Control will maintain that lower speed.
Ranger’s new-found power is distributed through Dana Trac-Lok differentials on both 2WD and 4WD models with an available electronic-locking rear differential (standard on FX2 and FX4) for increased all- terrain traction. Ranger four-wheel-drive versions feature 2-high, 4-high and 4-low.
Ranger incorporates smart driver-assist, passenger convenience and connectivity technologies. Advanced driver-assist technologies include standard Automatic Emergency Braking, while Lane Keeping Assist, Lane Departure Warning, a Reverse Sensing System and class-exclusive Blind Spot Information System with trailer coverage are standard on XLT and Lariat trim levels. Additional driver-assist technologies standard on Lariat include Pre-Collision Assist with Pedestrian Detection and Adaptive Cruise Control.
Available SYNC 3 features Apple CarPlay and Android Auto compatibility, Ford+Alexa personal assistant functionality and optional navigation. An available FordPassTM Connect 4G LTE modem provides Wi-Fi access for up to 10 devices. Available AC power outlets allow for charging of laptops and USB outlets provide more options for passengers to connect. Available B&O PLAY premium audio is specially tuned for the Ranger cab to deliver a rich and engaging listening experience.
Additional features include optional LED headlamps and taillamps. Optional exterior lighting includes puddle lamps and lighting for the cargo bed, while Ford’s available Smart Trailer Tow connector alerts drivers to faulty trailer connections.
“One of the big features that’s coming on this truck is the Blind Spot Information System with trailer coverage,” said Justin Teems, Ford’s core driver assist headway features supervisor.
“So a regular blind spot information system extends a range back so far to help you identify if there’s a car in that spot. The enhancement here is that with trailer coverage, we’re able to allow the customer to make that spot even larger depending on the trailer size up to 33 feet. They can save that as a profile and they can save up to three different profiles.”
The 2019 Ranger is expected to hit dealerships early next year.
Source:: Equipment world
The 43rd annual World of Concrete kicks off January 23 with 1,500 companies signed up as exhibitors.
The event is billed as the largest international show for the concrete and masonry industries, attracting more than 55,000 attendees. The show runs from 9:30 a.m. to 5 p.m. each day at the Las Vegas Convention Center, ending at noon January 26.
The show spans 725,000 square feet, with equipment displays, demonstrations, competitions, educational courses, industry forums and a charity auction. To register, go to worldofconcrete.com.
Below is a glimpse of some of the exhibitors displaying equipment in Central Hall at the 2018 World of Concrete. To see past entires in our preview of the 2018 show, click here.
E-Z Drill Model 210B-2 on-grade concrete drill
E-Z Drill plans to show its Model 210B and Model 210B-2 on-grade concrete drills. Both models drill 18 inches deep and can operate within a 4-foot area. They are designed for airport work, lane additions and large patch jobs. Both pneumatic drills can operate within 6 inches of a corner, and with an optional conversion kit, they can switch from being a horizontal drill to a vertical drill within 20 minutes, the company says. The single-gang Model 210B can drill a ¾-inch hole 9 inches deep in about 15 seconds, according to E-Z Drill. Booth C6479
Gehl will show its RS9-50 GEN:3 telescopic handler. The telehandler can lift 5,000 pounds up to 50 feet high and will land 5,000 pounds of material at 47 feet without outriggers. It has a 9,000-pound capacity and reaches up to 36 feet, 7 inches. It features a single joystick option that controls boom extension and retraction, attachment tilt, auxiliary hydraulics and travel direction. It runs on a Tier 4, 120-horsepower Cummins turbocharged diesel engine and can travel up to 20 mph. It also offers four-wheel drive and three steering modes. Booth C5845
Hyundai will bring two wheel loaders and three excavators to the show, including its R60CR-9A compact excavator. The R60CR-9A has an operating weight of 13,450 pounds and a bucket capacity of .24 cubic yards. It runs on a 63-horsepower Yanmar Tier 4 Final engine. Hyundai will also bring its HX145LCRD excavator equipped with a Hyundai HDB140 hydraulic breaker, and its HC220L excavator will be at the MB Crusher exhibit. The two wheel loaders to be exhibited are the HL955 and the HL980. Booth C7213
Source:: Equipment world