Fuel Economy Dominates MATS

This story appears in the March 25 print edition of Transport Topics.

LOUISVILLE, Ky. — Fuel efficiency was the most-heard mantra here last week, as the nation’s truck supply community hosted throngs of their customers and prospects at this year’s Mid-America Trucking Show.

In a show that featured no blockbuster introductions, three truck makers introduced new models, and the others mostly touted improved versions of their existing ones.

But the theme of the show was undoubtedly improving fuel efficiency, as purveyors of goods and services looked to tap into widespread interest in maximizing dollars spent to power the trucks that move the nation’s freight.

OEMs also said they anticipate this year’s truck sales will be flat relative to 2012, with the second half of this year largely compensating for first-half contractions.

While an increase such as 7 to 7.35 mpg may seem trivial to a layman, a 5% improvement in one year is a triumph for a truck maker, said David Hames, a Daimler Trucks North America general manager.

“We added 5% year-over-year from 2012, and it’s pretty significant for a customer. These numbers are not insignificant; they’re measurable for big dollars,” Hames said.

With a new tractor generally priced around $125,000 and some fuel-saving packages sold at a premium, Hames said it is critical to demonstrate that such an investment has a fairly quick payback. He said Freightliner’s Cascadia Evolution package, for example, has about a two-year return.

Three truck makers introduced new tractors: Volvo Trucks unveiled its VNX heavy-haul with a 16-liter engine and will begin accepting orders in the fall. It’s designed to move loads ranging from 110,000 to 225,000 pounds, gross vehicle weight.

Both units of Paccar Inc. displayed new vocational trucks: For Kenworth Trucks, it was the T880, and for Peterbilt Motors, the Model 567. These trucks will be available as concrete mixers or dump trucks or for hauling construction equipment when production begins in June for the 567 and in the summer for the T880.

Meanwhile, Navistar Inc. showed off versions of its trucks with engines that employ selective catalytic reduction emissions systems in them. The company also displayed its concept truck, Project Horizon, which includes improvements in design and systems that could become available over the next 24 to 36 months in its production models.

Freightliner Trucks, DTNA’s main unit, said its Cascadia Evolution model, which went into full production in March, passed the 10,000-order threshold after less than a year of accepting them. Freightliner also rebranded its Coronado model as the 122 SD.

DTNA’s Detroit Diesel Corp. continued the parent company’s campaign to boost vertical integration, saying that use of its Detroit brand transmissions and axles helps to improve the mileage of Freightliner and Western Star trucks.

Mack Trucks, also a part of Volvo Group, focused on suspensions, with a new Twin-Y air model for its Pinnacle highway tractors and the mRide spring suspension for heavier vocational vehicles.

Manufacturers generally predicted static sales this year, relative to 2012. Paccar Inc. expects North American heavy-duty sales of 210,000 to 240,000 units this year, compared with 225,000 last year.

Volvo Group measured last year’s level at 249,000 big trucks and said this year should hit 250,000.

DTNA’s Martin Daum, the CEO, said sales would be the same, plus or minus 10%, but he wasn’t sure of the final increment.

DTNA also hosted its global division chief, Andreas Renschler, at his final MATS before he takes over as the head of part of Mercedes-Benz cars worldwide. Both are owned by Germany’s Daimler AG.

During the show, manufacturers kept bringing the topic back to fuel economy.

Cummins teamed with transmission maker Eaton Corp. to fight back against the tide of vertical integration at DTNA and Volvo Group, with the display of its synchronized engine-transmission package that improves fuel economy.

Allison Transmission said its TC10 TS tractor transmission is the superior choice for boosting economy.

Axle makers talked about lowering gear ratios, lighter-weight materials and 6×2 configurations rather than more traditional 6×4 arrangements, all for the purpose of giving fleet customers more miles per gallon.

Low rolling resistance tires are one of the main components of improving mileage, according to the Environmental Protection Agency’s SmartWay program. Tire makers, such as Goodyear, Michelin and Double Coin, told potential customers that their products can contribute, as well.

Great Dane Trailers said it enhanced its ThermoGuard refrigerated liner, meaning reefer carriers might be able to save on burning fuel in reefer units.

Competitor Utility Trailer Manufacturing Co. showed off an improved trailer skirt, aimed at improving aerodynamics to lower the need to burn diesel.

ATDynamics spoke about how truckload carrier Prime Inc. purchased fairings to put on its refrigerated trailers.

“This will be my first time in four years of coming here that we won’t be talking about EGR versus SCR at MATS,” Rich Freeland, president of the Cummins Inc. engine business, said at his company’s March 19 press event prior to the show’s start. Debates about exhaust gas recirculation and selective catalytic reduction have been a major focus at North America’s largest trucking show since 2009.

Jack Allen, who heads Navistar’s truck division, said the company is involved in a campaign to win back customers lost in 2012 in the aftermath of Navistar’s abandoning its EGR engine choice.

“We have to rebuild customer confidence in us, first by having the products that they want,” Allen said. “We’ll also have to leverage our personal relationships with our dealership network and our customers.”