Daily Archives2016 December 27

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Freightliner Trucks is a well known American truck manufacturer of heavyweight trucks, as well as truck chassis and semi or tractor-trailer trucks and is now a division of Daimler Trucks North America, which is a subsidiary of German Daimler AG.

Freightliner the Early Years

Freightliner Trucks has been known as Freightliner Inc since 1942, but it actually has an earlier history in the 1930s as Consolidated Freightways. Consolidated Freightways began to develop its own line of trucks by reconstructing Fageols in an attempt to improve the abilities of heavy duty trucks to be able to climb the steep grades of the mountainous regions of the western part of the United States.

These trucks were called “Freightliners,” thus the beginning of the future of the Freightliner Trucks Company. The first trucks were made in Consolidated Freightways factory in Salt Lake City in 1942, the same year the company became Freightliner.

World War II stopped truck production temporarily at Freightliner, but by 1949 it was back in the truck making business in Portland, Ore. That first truck sold was purchased by a fork life maker called Hyster and that vehicle now has a place of honor in the Smithsonian in Washington D.C.

The company paired up with the White Motor company in 1951 in Cleveland, Ohio to help it sell trucks because to Freightliner lacked a way to distribute its vehicles. The partnership lasted for about 25 years and the trucks from that relationship were known as “White Freightliner” trucks.

Freightliner in the Hippie Years 1960s and 1970s

In the early 60s, Freightliner was looking for ways to reduce costs such as the importing duty penalty on the trucks made in Burnaby, B.C.. In order to do this, they opened assembly plants in Indianapolis, Indiana. and in Chino, California.

By 1974 Freightliner ended it’s relationship with the White Motor Company because of that company’s financial issues. Freightliner became a freestanding truck manufacturer and distributer. Around that time Freightliner came out with it’s very first traditional model of truck, which was an adaptation of what was a high cab-over engine model. At the time, these trucks made up 50 percent of the market due to length regulations that put limitations on the bumper to taillight measurements on tractor-trailer trucks.

The company continued to thrive and opened new manufacturing plants in Mount Holly, North Carolina and Gastonia, North Carolina in 1979. That year marked another milestone for the trucking industry when President Carter signed new laws that deregulated transport rules for both ground and air transportation. This deregulation changed how the economy of the trucking industry operated and got rid of the industry’s protection from competition, which let the Teamsters Union develop a stronghold position due to a Master Agreement made with every one of the nation’s important freight transport businesses.

Freightliner in the Preppie 1980s

The 1980s brought the Surface Transportation Assistance Act of 1982 which made more changes for the trucking industry by relaxing the weight and length rules and putting into place a brand new excises tax on heavyweight trucks and truck tires. It made it so that the overall length of tractor-trailers was no longer restricted, however, the trailer itself was now restricted and couldn’t be more than 53 feet long.

Freightliner had done well during the years when the transportation industry was de-regulated, but by 1981 it was having problems so the company was sold to Daimler-Benz. It also had to close plants in Chino, California. and Indianapolis, Indiana. However, by 1989, Freightliner was able to buy a plant that already existed in Cleveland, North Carolina that had previously made transit buses.

More Changes for Freightliner in the Booming 1990s

By1991, Freightliner was doing better and was able to bring out a new series of medium weight trucks it called “Business Class.” This was the first truck of the medium weight market in more than 10 years and it was extremely successful.

Freightliners also started making trucks in Santiago Tianguistenco, Mexico near Mexico City in a Daimler-Benz owned plant. The 1990s ended up being a good era for the truck industry and Freightliner flourished as well. At this time, Frieghtliner was under the leadership of James L. Hebe, who had come to the company in 1989.

Several notable products produced in the 1990s included what became the Freightliner Custom Chassis, which was produced for vans used in businesses such as UPS and Cintas, as well as school buses, diesel recreational vehicles, and shuttle buses in 1995, and in 1997 a heavyweight truck called the “AeroMax” was acquired from the Ford Motor Company and Freightliner renamed the truck series “Sterling.”

Freightliner The Modern Era

In 2000 Freightliner acquired what used to be the Detroit Diesel Corp., which has been a subsidiary of General Motors. Daimler later integrated Detroit Diesel into Freightliner, thus making the company even bigger. Unfortunately, it may have taken on more than it could handle at this time and by the following year, it had many more trucks than there was demand for. The company was having financial problems and so its former CFO Rainer Schmueckle was brought back to help get the company back in shape again.

During the next couple of years several plants were closed or consolidated in the hopes of getting Freightliner back in black again. In 2007 it had other woes when workers at the Cleveland, North Carolina plant called for a strike and as a result, 700 employees were fired. Most were re-hired about a week later. That same year the company had to lay off 800 workers in Portland, Oregon as it moved that plant to Mexico, and on Jan. 7, 2008 the company became known as Daimler Trucks North America.

Freightliner Today

These days, Freightliner Trucks is as active as ever making heavyweight trucks in the class five through eight series in North America, and it leads the diesel Class A recreational vehicle chassis and walk-in van markets. Freightliner also is responsible for a class 2 van called the Sprinter that is marketed through Freightliner for Mercedes-Benz in Europe.

As of Jan 2012, Freightliner had plans to hire 1,100 more workers for its Cleveland, NC plant to add to the already 1,500 workers there. This is a temporary measure due to increased demand for Cascadia trucks. Freightliner continues to be popular within the industry for making some of the most durable and dependable heavy weight trucks that are on the road today.

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Source by Robertson Chase

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Safety regulations in the US haulage industry have been regarded as archaic until the recent CSA 2010 regulations came into force on 11th December 2010. Trucking by its very nature has its risks and involves a range of physical and mental challenges.

The Federal Motor Carrier Safety Administration (FMCSA) reported to Congress on November 2005 on the data covering a 33 month period on large truck crashes. The analysis suggested that 87% of these crashes were linked to driver errors. It was clear that there was a pressing need for a review of the safety regulations that already existed and that these would need to be brought up to date. With this in mind and in order to increase safety related to the trucking industry, five safety rules have been recommended that every truck driver must follow.

First Rule. You need your Registration and Licensing permit to get your cargo tank number from the FMCSA in order to be properly registered. This is the Federal Government agency which has the task of keeping data on the safety of truck driving operations in the US. If you haul hazardous material there are additional registration requirement needed to comply with safety regulations.

Second Rule. The Federal Motor Carrier Safety Administration (FMCSA) regulates the Hours of Service (HOS) of commercial drivers in the United States. Commercial motor Vehicle (CMV) drivers must not work more than 11 cumulative hours driving in a 14-hour window. This must be followed by a rest period of at least 10 hours. In addition to this truckers employed by carriers on a day-to-day basis must not work more than 70 hours with a working period of 8 consecutive days. Drivers are also required to keep a daily logbook to keep a record of work and rest times. These records need to be presented to officials when requested.

Third Rule. The safety regulations put in place by the Federal Government are mandatory and need to be observed by truckers at all times. It is essential that you should know the trucking regulations and road safety rules to avoid breaking truck driving laws and endangering other road users.

Fourth Rule. Truckers will be aware that they will be tested for alcohol and drug abuse. (DUI). Truckers know the consequences of breaking this basic trucking regulation. They could lose their job and livelihood.

Fifth Rule. Accidents will happen on the roads. When this involves hazardous material spills truck drivers need to be fully equipped in every way to deal with the spillage. In a chaotic accident the truck driver should already know who to contact and what to do. The Pipeline and Hazardous Materials Safety Administration (PHMSA) provides useful guidance regarding this aspect of truck driving.

These rules are basic common sense for the safety of everyone using the freeways. Keep them safe, keep yourself safe.

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Source by Ghassan Daouk

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As a trucker, shifting gears becomes second nature next to breathing. In this article these 3 tips will teach you how to shift an 18 speed transmission. Whether an 18 speed to an 8 speed, these simple techniques will teach you how to shift.

1st Tip 3 Points on a Transmission

First let’s talk about the mechanics of the transmission shifting levers. So you are sitting up in a big truck looking at the shifting lever on the stick. You notice that there are 2 red switches on it. You have one on the left and one in the middle.

So what do these switches do? The selector switch in the front is for your high and low side on the gear box. The selector switch on the left is also a high and low side to shift a gear. Next I’m going to tell you about the hard rail.

The hard rail is an invisible line in the transmission which will let you know where you are in the gear box. When you move the shifting stick from side to side you will feel a little resistance on the left. When you break into that and push up on the gear shifter that is reverse. When You pull down that 1st gear.

2nd Tip Floating Gears

This term is used a lot by trucker. This means you are shifting without a clutch. I have been driving truck for over 10 years now and never used to clutch to shift. The only time you need to use the clutch is put it into first gear or reverse.

3rd Tip Double Clutching

This method is for some reason taught at a lot of truck driving schools. When I first tried it my leg got sore. I quickly learned to float the gears. The way to double clutch is you push in the clutch and put it in 1st gear. You clutch to take it out. Then you clutch to put it in 2nd gear… and so on. Floating is so much easier.

Test Drive

Now you are in the driver’s seat and we are going for a drive. Go ahead and push in the clutch and grab the shifter. With the middle selector down which is in low pull the gear lever into 1st gear. Ease up on the clutch and we are pulling away. Good job.

Now slide the gear shifter into second gear without clutching. You should ease it in gear with just your figure. Now shift to 3rd the same. Note… when floating gears you are matching the engine RPM with the transmission and road speed. Like if you were rolling down the road you wouldn’t try to get it into 1st gear. Some times you might scratch a gear so also just rev up the engine and it should drop into gear. See you are doing fine, good job. You are on your way to be a truck driver.

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Source by David VonAnderseck

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Of course, choosing the right crane is just the first part of selecting a boom truck. The truck chassis also requires some thought – the wrong specs on the truck can impact the overall performance of the crane.

Here are a few tips for choosing the right combination of truck and crane for drywall, which has to be delivered to high heights and, sometimes, across wide distances.

Crane Specs

At one time articulated cranes came second to stiff boom cranes. That is no longer the case, as companies in the building supplies industry have come to understand the many benefits of articulated cranes. Because they are so widely used, this article discusses articulated cranes.

• If you are delivering materials at a site and require a long reach, ensure that the crane has a boom with very little flex. For example, you may need to deliver drywall or other materials to high floors or maneuver around objects. A typical articulated crane used for large drywall loads has a 70 ft. vertical height and 50 ft. horizontal reach. The crane’s rated capacity at its full vertical reach should be 7,500 lbs. or more. For its full horizontal reach it should be rated at about 3,000 lbs. These ratings ensure maximum accuracy in deliveries.
• Radio remote controls are vital to precise and fast deliveries. Check the options on remotes and evaluate them for smoothness of operation and varying speeds. High flow, load sensing hydraulics also increase the speed of delivery.
• Medium drywall cranes – those with a maximum 50 ft. boom length – do not always come equipped with radio remote controls, but that feature is becoming increasingly common since radio controls offer greater precision and safety. You may want to ask your vendor about the various options for controls for smaller cranes.

Truck Specs

If you are carrying heavy loads, like drywall, you need to consider the strength of the truck chassis and additional safety features, like hydraulic outriggers.

The main considerations in the chassis are the frame and the axle capacities:

• The term “section modulus frame” refers to the relative strength of the frame as it relates to its shape. Frames with a large section modulus will have the greatest strength and the best ability to resist sagging under heavy loads. Ensure a large section modulus for your drywall truck.
• A truck deck of 24 ½ ft. is usually recommended, since it can carry 12 ft. lengths of wallboard.
• Although there may be different regulations in your geographical area, the standard axle rating for large drywall trucks is 20,000 lb. front axle and 46,000 lb. rear tandem.
• Hydraulic outriggers should be sufficient to help increase the rigidity of the truck’s platform.

If you have any doubts about the compatibility of your truck and crane, ask your vendor for a computerized equipment matching service to ensure that you select the right combination to maximize performance, safety and payload.

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Source by Steven Brugess

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There are numerous damper solutions for dampening undesirable vibration. A magnetorheological attenuator and a tuned mass damper (TMD), for example. Here we focus on the benefits and negative aspects of those two actuators.

TMD Pros and Cons

The concept of a tuned mass damper is to somehow intelligently act in response to shake. A distinction I follow is that a tuned mass damper creates a counteracting force by moving about a mass at reverse cycle with the source vibration.

A benefit of a TMD is evidently its capability to make a significant change by imposing a force to the shaking process because of a moving mass. This can also be one of its major problems. If you ever apply the force systematically at a wrong instant, the vibration system may become instable in case the motion of the TMD happens in the resonance wavelength. And functioning at the resonance frequency is somewhat common, as the resonance pitch is many times the one being killed. Ok, it is true that with a semi-active actuator there’s also the danger of screwing up with something at the resonance frequency by handling the actuator poorly, but at least no additional force with a moving mass is used and due to this fact the future damage is not as damaging.

An extra negative aspect is the increased selection of moving items. A tuned mass damper is additionally the one which necessitates the most hand-operated assembly labor.

Semi-Active Damper Benefits and Drawbacks

The operating principle of a semi-active damper is based on the material aspects. When it comes to magnetorheological actuator, the dampening substance varies its viscosity. The content is a ferrofluid: oil containing metallic particles. The theory is that when you put on a magnetic field to the matter, the metallic particles are arranged according to the field lines and get the fluid stiff. This produces in practice a damper that may be turned on and off in just milliseconds.

A disadvantage of the damper is obviously its somewhat reduced quantity of usage. This is mostly because of the fact that it’s rather fresh alternative on the market and not very widely tested yet. On the other hand, this is constantly changing since the systematic research material builds up.

In my view, the semi-active actuator combines the greatest components of the previous actuator categories:

• Small dimension
• A small amount of moving items
• Responds real-time to a selection of vibration frequencies

Moreover, as a result of its little size the magnetorheological actuator may be attached beside a present passive attenuator that is already attenuating certain frequencies. The magnetorheological actuator can then focus on the vibration that can vary with time.

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Source by Miikka JJ Niiranen

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The current state of the country has posed some challenges on companies. At this recession time, every company has to think out of the box and find a way to survive. Since the early part of 2016, companies in Nigeria have been battling with a number of economic issues such as inadequate foreign exchange for importation. This has created serious bottleneck in production and meeting the demand of the customers, though the demand for local raw materials has increase (only for imported raw materials that has local substitute).

Before this time, Nigerian companies have been battling with couple of problems such as poor infrastructure, poor power supply, global competition, product faking, regulations and taxes, etc. Working capital has been seriously depleted and the banks are not giving out loans. The inflation rate has been ridiculous and the devaluation of Nigerian Naira has been alarming. The downturn in the economy has greatly affected all the sectors of the economy and many companies have to shut down operations while others are operating below minimum.

It is important therefore that any company that wants to survive this recession has to come up with new strategies to survive. However, the first area to focus is on company’s cost. Recession calls for cost-cutting, especially those cost we can do away with. These include cost as a result of wastage (double handling). It is not time for re-working products thereby increasing cost of production. Cost of power/energy (for generators fuel) has to be reviewed. Do you need to run all the machines? Do you need to run present machine capacity, though you are not doing the usual volume with it? Do I need I big generator at this point or use smaller generators for small machines, thus less spending on diesel or petrol? These are questions for decision making in respect to efficient power utilization.

The company has to look into costs resulting from high-key lifestyle or luxury. It is an important area to cut down on cost. The number of staff can be reduced since most companies are not doing the usual volume that requires the present number of staff. It is better to have few staff that can be well paid doing the whole job than many staff that the company cannot afford their salary at this point.

The procurement manager needs to do more of research on local substitute/alternatives for some materials since Forex is not even available. He may need to consider other suppliers and see what they can offer. The production manager can equally look out for possible production synergy among production plants.

Another important area to also consider is that of new business idea. Given your current machines and manpower, the company can think of a new product with 60-80% local raw material usage. This will help the company running and paying its fixed cost while sorting out Forex and importation for other products. The new product can be well managed to give room for export, if to the neighbouring countries. This is not a bad idea. Just survive!

Nigeria is going through a phase and will soon pass. However, every company has to figure out how to remain in business before the end of the recession.

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Source by Oluwanisola Seun

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Ranging from trailers, tippers, to rigid and long haul variants, there are a variety of trucks available in the market. Each of these offer a specific functionality and carrying capacity. Gone are those days when trucks were outfitted with side boards for carrying sand and other construction materials, which was unloaded manually by the laborers at the construction sites. Today, these have been replaced by tippers, which are widely used in mining, construction, garbage handling, port applications, and bulk material handling activities. Below is an insight on the most popular tippers having a gross vehicle weight of 25 tonnes:

Ashok Leyland U-2518IL T HD

Powered by an H Series, turbocharged, intercooled, engine, the U-2518IL T HD from the house of Ashok Leyland offers a maximum power of 180 HP @ 2400 RPM and torque of 660 Nm @ 1500 – 1700 RPM. With an axial type 381 mm dia clutch and wheelbase of 3900 mm, the vehicle can run at a speed of 67kmph. It is primarily used for carrying stone, limestone, and iron & ores.

Bharat Benz 2523 C

Equipped with a 6373 cc engine with 6 cylinders, the Bharat Benz 2523 C renders a maximum power of 231 HP @ 2200 RPM and torque of 810 Nm @ 1200-1600 RPM. In terms of performance, this heavy duty truck delivers a maximum gradeability of 43.5%, geared speed of a whopping 80kmph, and minimum turning circle diameter of 15.5 metres.

Mahindra Torro 25 202

Boasting of a 202 HP m-Power 210 engine, the Mahindra Torro 25 202 has the capacity to endure the toughest of terrains, while providing a magnificent torque of 920 Nm @ 1250 RPM. Further, the 16 Cu. m. box body provides enhanced load carrying capacity. Other features include ergonomic cabins, comfortable 3-way adjustable seats, 2 way interactive communication, factory-fitted fans, and much more.

Tata LPK 2518 TC

Exhibiting great fuel-efficiency and superlative performance, the Tata LPK 2518 TC comes with a 183 HP Tata Cummins Engine for high productivity, 6-speed gearbox for smooth gear shifting, and 380mm clutch for greater power transmission. It is available in two variants, one is the 14 Cu. m. box Body which can be used for sand carrying and road construction activities, and the other is the 20 Cu. m. box body which is used in transporting coal, fly ash, and allied items.

Apart from the above-mentioned vehicles, the other products in this segment include MAN CLA 25.220, Eicher Terra25 HD, and more. Of course, the ultimate decision depends upon the budget, brand preference, and the business requirements.

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Source by Rajaram Yadav

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Truck-mounted snow blowers affix to the front of a pickup or sport utility vehicle. Drawing power from the vehicle engine, a truck-mounted snow blower can eat a path 7 feet wide and 3 feet tall, throwing the snow 40 feet in any non-backwards direction. With its 2-cylinder, 4-cycle, 27-horsepower gas engine, a truck-mounted snow blower carries the same amount of power and force of six full-size push units. It’s no wonder people have been using them religiously in mountainous and rural areas since 1980.

The snow blower manufacturer Hanson is credited for first introducing pickup truck-mounted snow blowers; Hanson continues to be the only manufacturer actively marketing them. Based on a long tradition of tractor-mounted snow blowers, Hanson truck-mounted snow blowers are powerful, solid, and efficient.

If you’re thinking about buying a truck-mounted snow blower, there are some things you should consider first.

A truck-mounted snow blower weighs 800 pounds. Your truck or SUV must weigh at least half a ton, preferably ¾ or a full ton, to support its weight.

Your vehicle must be a 4-wheel drive and have automatic transmission because at low speeds, operating a manual transmission and the snow blower simultaneously can be very difficult.

Truck-mounted snow blowers are compatible with most plow mounts, including Meyers, Western, Fisher, and other common brands. Before buying a truck-mounted snow blower, contact Hanson and tell them what kind of a plow mount you’re working with, just to be safe.

Truck-mounted snow blowers take their power from the vehicle engine. All the controls are wired into the truck cab, including the electric key start, choke, throttle, discharge chute rotation and deflection, and hydraulic snow blower lift. Imagine the power of having all these controls in the cab with you as you heroically clear all the snow from your neighborhood roads. They are also great for small road contracting businesses.

Three alternatives to truck mounted snow blowers are:

Truck mounted snowplows: If you live in a more densely populated area, you don’t want to be launching tons of road snow onto your neighbors’ walkways, driveways, vehicles, and pets. It’s usually better to get a plow, which merely pushes the snow off the road.

Tractor-mounted snow blowers: If you live in a rural area, a tractor-mounted unit is best. Chances are you have a lot of area to clear, so you’ll need the snow moving power of a tractor.

ATV-mounted snow blowers: The Snow Hogg (not to be confused with Snow Hog, a maker of snow tires) is a big snow blower that attaches to your all-terrain vehicle, making for one hungry-looking snow chomper. Smaller than a truck-mounted unit, but still more powerful than most push units, the Snow Hogg can clear a path 42″ wide and almost two feet deep, with a chute rotation range of 210. The Snow Hogg weighs almost 400 pounds, but thanks to a built-in suspension and traction system, the machine only puts about 10 to 15 pounds of stress on your ATV frame.

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Source by Ross Bainbridge

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The father of the revolutionary type of engine is known to be Rudolf Diesel, who patented his invention in 1897. But first diesel engines were extremely large and heavy and used only as stationary units in factories or for powering ships. Further development of this promising technology became one of the main concerns among machinery manufacturers. In 1919-1923 the German Maschinenfabrik Augsburg-Nürnberg AG (abbr. as MAN) was taking an active part in adapting diesel engines for use in commercial vehicles. The goal was achieved in 1924 when the world saw the new direct-injection diesel engine at the German Motor Show in Berlin. According to the expert public, the compressorless diesel engine from MAN was one of the most important innovations to be offered throughout the entire show. The series production wasn’t long in coming. The low vehicle weight of the unit and the colossal 80% savings in operating costs (compared with the conventional carburettor engines of the time) stood for unquestionable sales points.

Such a successful automotive technology boosted the evolution of trucks. In 1928, MAN unveiled its first three-axle truck, which was the predecessor of all subsequent MAN heavy-duty trucks. Further accomplishments, connected with the MAN brand, included the introduction of the all-wheel-drive, the first German truck engine with exhaust gas turbocharging, the motor units with electronic injection control and, finally, the innovative engine with common rail (CR) injection system. The latest Euro 6 engines are utilising a third-generation CR system, aimed at limiting nitric oxides, particle emissions and consumption at every operating point.

Strong roots are considered to produce beautiful leaves. As for an experienced German manufacturer, it is known to offer a multitude of exquisite and practical solutions in the range of long-distance, construction and distribution transport.

Long-distance solution

When it comes to either national or international long-haul transportation, efficiency and productivity are the key factors to succeed. The MAN TGX trucks are tailored to this particular need. Their economical engine versions are claimed to be the most consumption-efficient units in the competitive market. The selection includes 6-cylinder Common Rail engines D20 and D26 with 360 to 480 hp of output as well as the 6-cylinder inline D38 with 520, 560 or 640 hp. The Common Rail high-pressure injection system is bolstered by turbocharging and exhaust gas after-treatment. Other contributions to the beneficial level of efficiency are provided by high-strength lightweight construction, aerodynamics adjustments and a GPS-controlled cruise control.

Building site solution

With respect to construction transport, special attention is paid to payload and axle layouts. The MAN’s offering in this sector comprises the TGS trucks. The range is represented by the 18- to 44-tonners with the choice of drive formulas. Either the permanent all-wheel drive or the MAN HydroDrive selectable front-wheel drive is responsible for the necessary traction on the building site with its challenging road situations, while the driver is assisted by the MAN TipMatic semi-automatic manual gearbox.

Distribution solutions

Short-haul city and intercity distribution requires the most optimal combination of high payload, safety and eco-friendliness. In this regard, MAN developed even two model ranges, the TGM and the TGL, to meet every possible need.

The TGM trucks are driven by Common Rail diesel engines D08 that generate between 250 and 340 hp. The high-torque 6.9-litre engines hold their strength during start-up in short-haul distribution operations and are extremely smooth on longer trips. The TGM trucks in the 12- to 26-ton weight class combine a high payload and an impressive body-mounting capability.

Lighter variants of distribution trucks are represented by the MAN TGL lineup. The 7.5- to 12-tonners are driven by 4- and 6-cylinder engines D08 with the output of 150 to 250 hp. Thanks to their low weight, the TGL trucks are suitable for high payload and offer outstanding ride dynamics and optimum manoeuvrability.

What’s next?

Engine technology hasn’t reached its limit yet. The competition in the field never rests and lawmakers continue to put more pressure on the manufacturers regarding CO2 emissions. The MAN representatives claim that they look forward to taking on this challenge. No doubt, they can afford such intentions, as they have enough knowledge, experience, and passion under their belt.

In the meantime, there are 100 years of dynamic and productive history behind every MAN truck, produced in the 21st century. Such an advantageous background makes even used MAN trucks have a good reputation on the market.

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Source by Victoria Zhurkowskaya

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Increasing the performance and power of your truck does not necessitate installing a new motor or transmission, though those can definitely be options. One easy to install option that is gaining popularity with the truck crowd is that of the cold air intake. Cold air intakes have long been a staple of racing and street racing cars, but they can just as easily apply to your truck. Why would you install a cold air intake on your truck? Let’s look at how they work, first.

A cold air intake system takes the place of your OEM air filter and intake system. Ordinarily, you will need to remove the original breather box, as well as the tubing that leads to the engine. By installing a cold air intake, you can add horsepower to your truck. This happens because a cold air intake brings in cooler air to your engine. Cool air is much more dense than warm air. This means that your engine can burn fuel much more efficiently, increasing your available horsepower. While the gain will not be incredible, it will be noticeable.

The cold air intake system is usually routed in a similar fashion as your OEM system, at the engine. As it travels out from there, though, it will terminate at a different location. This is usually low down the engine, behind the headlights, or even lower down. The object is to get the intake as far from the heat of your engine as possible. This is the only way to get air that is cold enough to do the job right.

What else does a cold air intake do for your vehicle? It can increase fuel mileage under certain conditions, though this is not why most people install them on their vehicles. The primary reason, of course, is to add power in the form of speed and torque. Some of the more popular brands are K&N and Volant. Understand, also, that adding a cold air intake to your truck will change the way your truck sounds. While it won’t sound like a street racer, it will definitely sound different.

Now, let’s look at some of the drawbacks to adding a cold air intake.

First, there is the expense. While they are relatively inexpensive when compared to other truck accessories and performance enhancers, they do represent at least a modest investment. You must also modify your vehicle; many times by yourself. Some dealerships will not install these devices on trucks, while others will charge considerable labor fees.

The single largest drawback, though, comes in the form of water. This threat is much more prevalent in shorter vehicles, such as passenger cars, but it is present for trucks as well. The placement of the air filter makes is possible for water to splash up from the road or mud hole into the air filter. From there, it is sucked along the intake tube until it gets to your engine. Once there, it wreaks havoc. Granted, it takes more than a few drops of water to disable your engine, but the threat is present and must be considered when debating adding one of these systems to your truck.

That said, there are few drawbacks to this, especially in exchange for the additional horsepower that you will enjoy. You can find a number of quality systems that will work well in this situation, though K&N has been a trusted name for years. Their filters are designed to last for a lifetime, with only cleaning required to continue using the filter.

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Source by Hunter Jones