Will any future ConExpo-Con/Agg feature a comparable level of ready mixed and aggregate delivery equipment debuts on par with the 2011 show? New alliances among truck manufacturers and mixer body builders, coupled with widespread roll out of 2010 EPA-compliant diesel power and exhaust treatment packages, made the late-March Las Vegas gathering a turning point for the industry’s fleet. Even though a normal level of mixer and dump truck sales might be 12 to 30 months away, the message from OEM and body builders gearing up for the decade: Game on.
Cummins ISX-powered S-Series
The signature Oshkosh model with EPA 2010-compliant diesel power debuted in Las Vegas. The new S-Series standard spec is a Cummins ISX 11.9 350hp engine, with diesel particulate filter shielded horizontally along the driver’s frame rail. On the opposite side, a vertically mounted Selective Catalytic Reduction chamber completes exhaust treatment. Diesel exhaust fluid and fuel tanks are mounted below and behind the SCR chamber. www.mcneilusconcrete.com
Freightliner 114SD Bridgemaster
The McNeilus ConExpo-Con/Agg fleet included a Freightliner 114SD-mounted Bridgemaster bearing the corporate Oshkosh show theme. Freightliner showed an earlier demonstration 114SD Bridgemaster (opposite page) at World of Concrete, returning it to Las Vegas for ConExpo-Con/Agg. McNeilus assisted in the engineering of the model, which is geared to producers in truck weight-sensitive markets. Engineers from both companies underscore the truck’s clean back-of-cab characteristics, owing to diesel engine exhaust treatment components’ compact, under-cab placement. The Bridgemaster includes a new ladder guard. www.mcneilusconcrete.com
Following the World of Concrete debut of the 114SD, a set-forward axle (SFA) model developed with input from McNeilus Cos., Freightliner has extended the SD series with set-back axle (SBA) versions in 114-in. and 108-in., bumper-to-back-of-cab configuration. The line features options such as front frame extensions and radiator-mounted grilles for body attachment installations; front and rear engine power-take-offs; and body-specific chassis layouts that will allow vocational customers to “Work Smart” in any application.
The 114SD SFA model has a standard 31-in. front-axle position and optional 29.5-in. bridge formula configuration, while the SBA has a standard 48-in. front-axle position for maximum maneuverability. Front-axle ratings on the 114SD are available up to 23,000 lbs., and heavy rear axle configurations for single axles are available up to 38,000 lbs., tandem axles up to 58,000 lbs., and tridem axles ratedup to 69,000 lbs.
All 114SD models have Detroit Diesel DD13 engines with BlueTec Selective Catalytic Reduction (SCR) technology, a power range of 350 to 450 hp, and torque ratings from 1,250 to 1,650 lb./ft. Lightweight Cummins ISC and ISL engines will be optional, providing a power range from 260 to 380 hp, and 660 to 1,300 lb./ft. of torque. A full offering of Eaton manual and automated transmissions, plus Allison automatics, round out the SD family powertrain.
The 108SD features a 42-in. set-back axle position with axle ratings from 10,000 to 20,000 lbs. for front axles, and single and tandem rear axles options from 21,000 to 46,000 lbs. The vehicle is offered with the Cummins ISB or ISC engine, providing a power range of 200 to 350 hp and 520 to 1,000 lb./ft. of torque.
The SD family suits heavy applications, including mixers, dumps, and cranes. Its lightweight yet durable cab maximizes payload, and consists of corrosion-resistant aluminum, reinforced with steel that assembled to precise manufacturing tolerances with Henrob Rivets and welded construction. The SD includes a robust backbone with a complete offering of single and double channel frame rails that feature a tensile strength of up to 120,000 psi and an RBM rating up to 4.4 million in.-lbs. per rail.
The SD family also incorporates SmartPlex, a TEM friendly multiplex electrical system that simplifies chassis to body electrical integration. It provides a large number of switches and lamps that are configurable by the TEM with simple snap in legends, and additional computer power with more inputs and outputs for control. www.FreightlinerTrucks.com
KF3100 Front, Cummins ISX 11.9
After entering the front discharge mixer market in mid-2010 through a glider program, the company arrived at ConExpo-Con/Agg with an all new KF3100, powered by an EPA 2010-compliant Cummins ISX 11.9 engine. The model is available with an 11-yd. drum and three to seven axles in standard, twin steer and bridge formula configurations.
With a 12-in. depth, 3.5-in. flange and 3/8-in. thickness, the KF3100 chassis rail marks what Kimble engineers note is the largest frame available and highest resistance bending moment (>4 million inch pounds) for a front discharge mixer model. The truck is equipped with lightweight, parabolic 23,000 GVW front leaf springs to smooth the road ride, and forward front axle to navigate abrupt inclines and rough terrain of road. Four individual tanks support 120-psi air systems.
Built on an extruded aluminum frame, the KF3100 series cab affords what product engineers contend is superior visibility to the ground, just directly in front of the bumper through three panoramic front windows. Large side windows, rear cab windows and large mirrors add to drivers’ road and site visibility. The truck also features Fibergrate steps to a large door and spacious cab, with abundant head and leg room; overhead gauge cluster; tilt/telescoping wheel; hanging pedals; joystick-electric over hydraulic proportional controls; accessible air switches; and, panoramic windshield wiper with three sprayer heads.
A powerful HVAC system is mounted behind the driver’s seat, providing access to filters and additional legroom, plus a cleaner cycling system. Double rubber seals mounted on the door help keep the interior clean and free of dust and debris.
Kimble credits appearance, performance and durability to these additional KF3100 features: final paint before assembly; stainless steel body fasteners; aluminum fenders, tanks and catwalk structure; Lizard Skin coating for additional sound dampening and insulation of aluminum cabs; and, cab interior with metal dash panels and door panels.
The KF3100 drum uses the manufacturer’s Aggregator design, featuring tall flights with rebar-reinforced edges for improved wear and folding action; continuous welds throughout, mix-ball busters, and weep holes, all combining for faster charge times and smoother discharges, especially when working with low-slump mixes and slipform paving trains. www.kimblemixer.com
WESTERN STAR TRUCK SALES
Designed and engineered around criteria from the manufacturer’s 2010 Body Builder Symposium—with Kimble Mixer staff representing the concrete delivery perspective—the 4700 joins the 4900 and 6900 models to provide customers a full range of premium, heavy-duty truck options. Available in a set-forward and set-back configuration, it features a 110-in. bumper-to-back-of-cab length—the shortest BBC in its class— and suits mixer, dump, crane vehicles.
A range of powertrain options includes Detroit Diesel DD13 and Cummins ISL engines. The former features a six-cylinder, in-line configuration, 350 to 450 hp and 1,250 to 1,650 lb./ft. of torque. Combined with Daimler Trucks’ BlueTec Selective Catalytic Reduction emissions technology and Amplified Common Rail System, the DD13 can reportedly save vocational customers up to five percent in fuel economy.
Operators who do not require 13-liter power can specify the Cummins ISL, using SCR technology with exhaust treatment similar to the BlueTec, plus ratings of 345 to 380 hp, and 1,100 to 1,300 lb./ft. of torque. Transmissions for the 4700 include the Eaton Ultrashift Plus automated manual and Allison 3000/4000 series automatics. With an eye toward serviceability, the 4700 has a standard stationary grille and optional hood engine access, plus rear engine PTO access panels.
The Western Star 4700’s galvannealed steel cab, engineered to withstand the rigors of vocational applications, is precision welded, then protected with a proprietary 17-stage e-coat process for long-lasting corrosion resistance and superior paint finish. Its newly designed, sloped hood offers expansive site lines for optimal visibility. The short BBC, combined with a 55-degree wheel cut, provides optimal maneuverability on tight job sites.
The 4700 model’s interior sports updated, easy to clean materials, as well as lighter headliner colors that make the 72-in.-wide cab brighter. Customizable, marine-grade switches and a hinged dash with exposed fasteners for easy serviceability and accessibility are also included. The large cab also provides ample storage space as evidenced on a redesigned door, which, product engineers note, likewise exhibits fit, finish and durability, plus excellent entry and egress features.
Standard 4700 specs include clean back of cab, in-cab batteries for clear frame rails, and front frame extensions. Its body builder interface connectors and transmission control unit is located in-cab, providing greater protection against harsh or corrosive environments, ultimately preventing the possibility of wiring shorts and downtime.
Also included is a bolt-in, pass-through plate in the cab floor that eliminates unnecessary drilling; and an industry-first, dedicated Body Builder Wiring Raceway. An easily accessible routing path through the cab floor, the Raceway provides plenty of room for body builders to route wiring more efficiently. The truck also features point-to-point wiring—ideal for field serviceability in remote locations. An add-on multiplex option is also available.
The 4700 is offered with a new, half-inch, 3.2-million RBM, single-channel frame rail option—geared for customers operating in corrosive environments—that reduces weight and maximizes payload in a single frame. Plus, the single channel rail is custom punched to eliminate unnecessary, strength-comprising holes.
In addition to the frame, the new model features multiple mid-chassis packaging solutions to help body builders achieve the clean back-of-cab they need for mixer, dump or crane installation. In-cab batteries free 17 to 34 inches of rail space for body equipment installation, for example, while the 4700’s DEF and air tanks can be placed under the cab to free up additional rail space.
The routing and clipping of air and electrical lines down the chassis are suspended away from the frame rails to reduce the chance that the lines will rub against the rail, fostering conditions leading to downtime. By suspending them away from the rail, road debris can pass behind, rather than build up on the bundle, ultimately decreasing abrasion.
“The 4700 broadens our product line-up to meet the needs of value-minded vocational customers who still demand the attributes found in [our brand],” says Western Star General Manager Mike Jackson. “Our team of engineers, along with selected body builders and customers has taken the time to consider every bolt, wire and connector that went into this truck.” The new model will be available to order in the third quarter of 2011, with targeted delivery in early 2012, he adds. www.WesternStar.com
FD4000 Mixer, Detroit Diesel DD13 power
The new Terex FD4000 front-discharge mixer from Terex Roadbuilding is the first mixer truck powered by the new 2010 EPA-compliant Detroit Diesel/MTU Series 1300 engine. This new engine gives concrete producers three power package options—350 hp at 1,350 ft.-lb. torque; 380 hp at 1,450 ft-lb torque; or 450 hp at 1,550 ft.-lb. torque—for their Terex three-, four-, five-, six- and seven-axle front-discharge trucks. The new engine features a low-noise, integral engine brake that assists with truck braking on the downhill and grades to improve wheel brake service life.
Terex was the first front-discharge truck manufacturer to offer a 2010 EPA-compliant engine and is now the only to offer two EPA-compliant engine options. Both the Detroit Diesel/MTU and Cummins engine technologies rely on Selective Catalytic Reduction (SCR) to treat post-diesel particulate filter (DPF) exhaust. A 5-gallon tank positioned at the rear of the mixer trucks stores the system’s diesel exhaust fluid (DEF). Depending on truck workload, DEF usage averages 2 to 3 percent of diesel fuel consumption.
All new front-discharge mixers feature an electronic control module that automatically senses whether or not the truck is carrying a load of concrete. This drives the new load-based shift scheduling found exclusively on Terex front models; it matches the shift patterns to the truck’s load, offering better performance when needed and enhanced fuel economy when possible. The Allison RDS4500 transmission automatically eases engine torque when shifting to reduce stress on the transmission and to increase longevity.
The new four-axle Terex FD4000 front-discharge mixer features an 11-cu-yd. drum with a wide 46-in discharge opening and durable 3/16-in.-thick AR230 Brinell shell. It boasts the exclusive Terex Total Control System with enhanced functionality. This electric-over-hydraulic system offers a transmission selector to control truck movement once on site and includes single joystick operation of drum start/stop, material charge/discharge, main chute up/down and left/right, and fold/unfold of the optional hydraulic folding chutes.
Terex engineers protected the more sensitive electronics on the FD4000—including the hose heat fuse, hydraulic tag fuse, engine power, SCR power, air dryer fuse and DEF hose heat relay—in their own sealed compartment. This enhances system longevity and offers easier access to the electronics for diagnostics and servicing.
While redesigning the engine compartment to accommodate the new 2010 EPA-compliant engines, engineers reworked the after-treatment “muffler rack” and engine mounting designs. The after-treatment system—DPF, SCR and decomposition chamber—is now secured to the truck frame to virtually eliminate vibration transfer from the engine for longer service life.
A new combo engine/transmission arrangement on the new FD4000 eliminates a previous rear transmission mount, reducing the number of parts to maintain. Both the engine and transmission can be removed independently of each other to simplify servicing. Inside the cab, the instrument panel includes a separate fuel-type gauge for the DEF tank and a multi-stage visual and audio DEF level warning system. Upon shutting down the truck, the DEF system features a 60-second reversing cycle to purge the lines of fluid.
To simplify daily maintenance, the FD4000 is equipped with the optional auto-lube system. For increased chute service life, the truck features available Terex Premier liners. Its optional heated mirrors and water manifold and lines benefit producers in cooler climates. www.terexrb.com
Cat Vocational trucks
Orders for the star of 2011 ConExpo-Con/Agg opened in April, with contract production commencing this month at the Navistar severe service truck assembly plant in Garland, Texas. Company officials note that the flagship and subsequent CT series models will be premium priced and promoted for competitive cost of ownership.
Caterpillar capped more than two years of build up around the new aluminum cab truck, unveiling McNeilus mixer- and J&J dump body-bearing Set-Back Axle models among five CT660s in Las Vegas. The truck’s sloped hood mimics the profile of a Caterpillar wheel loader and sports a black, honeycomb grille with three-piece, brushed-steel surround.
For most mixer or dump applications, the CT660 will be available in set-back axle configuration with 116- or 122-in. bumper to back of cab lengths, and powered with Cat C11 or C13 (330–390 hp or 410–475 hp) engines using Advanced Exhaust Gas Recirculation for EPA 2010 emissions compliance. Dual, sequential turbochargers and a precise fuel injection system allows the engines to develop peak torque at lower speeds.
In addition to Eaton manual or automated manual UltraShift Plus transmissions, the CT660 will be available with the Cat CX31 automatic, which has been spec’ed since 2004 in global vocational truck applications. With six forward speeds and one reverse, the CX31 is built to complement the torque output of CT engines. The transmission features heavy-duty clutches and gear sets that allow full-power shifts, increasing efficiency and productivity, while reducing drive train shock loads. An electronic control module, mounted directly on the transmission to simplify wiring, regulates shift points based on throttle demand and vehicle speed. With adaptive shift-control logic, the CX31 can sense driver-operating style to balance fuel economy and performance. Power-take-off options include two side locations and a high-output rear location.
The CT660 chassis is fabricated of durable, heat-treated alloy steel; inner rail reinforcements are available for both the one- or two-frame liner options. Both 116- and 112-in. BBC chassis lengths feature an extra-tight turning radius for enhanced maneuvering and driving performance. Among safety features are one- or optional two-piece windshields—curved and sloped to offer an uncompromised view of the road—plus generous door openings, skid-resistant steps, three-point grab irons and ergonomic non-slip door handles.
Premium interior features include an air-suspension driver’s seat, with adjustable lumbar support; sound insulation kit, built into the doors; and, HVAC system with round vents positioned for optimum air flow and quick windshield and side window defrosting. The dash and center stack feature gauges designed for easy viewing through the steering wheel. A combined speedometer and tachometer gauge allows space for optional, vocation-specific gauges. The cab-interior materials and surfaces, including the integrated floor mat and one-piece rubber seat skirt, are designed for easy cleanup and long life.
The CT660 and subsequent series models, including the next-in-line CT680, will be sold and serviced exclusively through Caterpillar dealers. www.drivecat.com
Interstate Class Mixers
Texas-based Beck Industrial has extended its mixer truck offerings from conventional three- or four-axle and 8- to 12-yd. drum models, with the Interstate Class. Unveiled at ConExpo-Con/Agg, the series is equipped with a K1900 trailer axle from Kimble Mixer, whose engineers assisted in weight engineering and details. Initial Interstate Class targets include producers in Louisiana, Oklahoma and other markets bound by federal bridge formula. The 11-yd. model shown here features a front pedestal reengineered for the new ZF Ecomix II drive, offering a 300-lb. weight savings over its predecessor. The Interstate Class is mounted on Mack Granite GU713. www.beckindustrial.com
ECOMIX II CML DRIVES
The manufacturer bills its new generation Ecomix II Concrete Mixer Low speed drives as smaller, lighter, tougher, more flexible, quieter and easier to service than the first-generation series. The CML 8 and CML 10 drives suit drums up to 10.1 and 13.5 yd., respectively, and at 616 and 627 lbs., offer weight savings in excess of 20 percent against Ecomix I models of like capacity. The CML 8 & 10 lengths, furthermore, are up to 50 percent shorter than comparable equipment, affording body builders and their customers more back-of-cab room.
A tough-bearing concept affords what product engineers note is a significant output-bearing strength increase, which leads to less sensibility at off-road operation. The use of ZF Boge Elastmetall elastomer units allows an increase of the axial run-out at drum bottom and decrease in vibration. With the new bearing concept, the installation angle no longer hinges on drum size and filling, resulting in a maximum 20-degree mounting angle. Acoustic and mechanic decoupling of drum and vehicle frame leads to noise reduction during operation and improved driving comfort.
Serviceability has been improved due to an adapted, weight-optimized, low-speed hydro motor; separate oil for transmission and hydrostatic; and, improved accessibility features. Instead of the previous sealing collar, a cassette seal is used, making the transmission tougher and motor service life longer. www.zf.com
GRANITE medium heavy duty
To round out options for truck weight-wise mixer and dump customers, Mack has added the 112-in., bumper-to-back-of-cab Granite Medium Heavy Duty (MHD) in axle-forward or axle-back configurations. Announced at ConExpo-Con/Agg, the new model has a Cummins ISL9 engine of 345-hp rating with maximum torque of 1,150 lb./ft., plus Eaton manual or Allison 3000/4000 automatic transmissions.
The Granite MHD is built with a galvanized steel cab mounted on airbags and shocks and stabilized with sway bars; they augment driver comfort and productivity, while the truck shoulders the impact of off-road site conditions. The MHD suits operators who don’t put their trucks through all the rigors Granite models can handle—customers for whom a lighter spec gets the job done. Contributing to weight savings and vehicle maneuverability are:
- “D” shaped fuel tanks. Available in painted steel, aluminum or bright-finish aluminum, they hold more fuel in the same space as round tanks. An integrated, 6.6-gallon diesel exhaust fluid tank is standard.
- Cornerstone chassis. Equipped for performance, durability and reliability, its constant frame rail height and high-strength steel alloy design creates stronger, lighter frames. A new 7-mm frame rail thickness spec accompanies the Granite MHD, joining 8-, 9.5-, and 11.1-mm versions in the Cornerstone series.
- Unimax axles. UniMax steer axle hubs are sealed, maintenance free and require no servicing. The short distance from bumper to tire provides front-end swing clearance and, product engineers note, outstanding wheel cuts plus exceptional turning radius. The 16,000-lb. axle capacity is best suited for the Granite MHD. Five additional axle options are available in the 12,000- to 23,000-lb.-capacity range.
Mack has also announced Granite series additions, including a new headliner console, optional one-piece windshield, and updated Champion Level trim package with button-tuck vinyl and ultraleather seats—the latter at no extra charge over the predecessor version. The new trim package and one-piece windshield are also available in the heavy-duty Titan by Mack model. To assist body builders contending with EPA 2010-compliant power, Mack offers cab-mounted or clear back-of-cab configurations for exhaust treatment components. Granite operators also have as a new option the Allison 3000 series automatic transmission. www.macktrucks.com
ClearTech builds track record of fuel economy
In addition to the Granite Medium Heavy Duty model and new Granite component or cab interior options, Mack Trucks officials at ConExpo-Con/Agg noted vocational customers’ continuing positive feedback on the company’s ClearTech EPA 2010-compliant diesel engines and Selective Catalytic Reduction exhaust treatment. Operators of Mack MP7-powered Granites are reporting fuel economy gains of 5–6 percent above EPA 2007-grade engines, which in turn had exhibited up to 20 percent better fuel economy than EPA 2004-compliant power. Customers also indicate much lower incidence of regeneration-rooted, duty cycle disruption in MP7, compared to EPA 2007 engines.
Front Discharge Model, Lightweight Mixer
Through a strategic partnership with Indiana Phoenix, Continental Mixers will add a front discharge mixer running International MaxxForce 11 or MaxxForce 13 big bore engines with ratings up to 430 hp. MaxxForce Advanced EGR emissions technology, company engineers note, will afford the fronts a significant weight advantage with no need for liquid urea tanks or selective catalytic reduction components.
The partnership leverages Indiana Phoenix’s 20-plus years in front discharge models and International components and engineering expertise. “By integrating the chassis and powertrain from our commercial vehicles, we’re able to offer a machine with unparalleled performance, reliability and durability backed by an expansive network that understands how to support mixers and vocational chassis,” notes Continental General Manager Steve Guillaume. In the 15 months since rebranding Continental Mfg. under Continental Mixers, he adds, 29 Navistar dealers spanning 24 states have geared up to sell and service rear and front discharge mixer trucks. The fronts will be available in the fall and manufactured in the interim at Indiana Phoenix, which will remain in gliders.
Separately, Continental is offering a new lightweight drum (Chaney Enterprises, opposite page), welded from proprietary, high-strength steel. Specifically formulated for concrete mixing equipment, the material will deliver a nearly 2,000-lb. weight savings versus conventional steel mixers. “We are changing the weight game in the mixer business,” says Guillaume. In a 10.5-yd. size, he adds, the lightweight mixer “provides customers with significant weight savings, while maintaining all the benefits of a conventional steel mixer.”
The new drums will be available in 8.5- to 12-yd. sizes, and include an optional ZF drive integrating the hydraulic pump in the gearbox housing. Continental customers running International WorkStar or PayStar models, both powered by MaxxForce engines with Advanced EGR, can opt for the lightweight mixer as an integrated package. Integrated Continental-International models are available in a Bridgesaver application and use Navistar’s Diamond Logic electronic control system with such factory-warranted features as directional drum control, drum stop warning and automated chute lock. Continental also plans to offer Bridgesaver and auto drum speed controls later this year. www.continentalmixers.com
WorkStar Sloped Hood, Interior Options
The International WorkStar 7600 is available with a new, high-visibility, sloped-hood option, plus a refined interior with ergonomic and driver comfort enhancements. The sloped hood provides drivers best-in-class visibility, company engineers contend, while the model’s “mega-bracket” design—borrowing from the International PayStar 5900 Set-Back Axle—supports the radiator and front-end. The truck runs MaxxForce 11 or 13 engines with Advanced EGR exhaust treatment for EPA 2010 emissions compliance.
Among key features of the sloped-hood 7600: 113-in. bumper-to-back-of-cab length for maximum site maneuverability; heavy-duty, 150,000-lb. tow hooks; 4x2 or 6x4 axle specs; and, rear engine- or transmission-mounted power takeoff. Interior features include easy-to-read ivory gauges or chrome bezel black gauges on instrument panel; premium rosewood dashboard and instrument panel trim; ergonomic center panel accessing auxiliary truck and body control switches; hands-on steering wheel controls; vocational floor mats and vinyl interior panels; and, back-wall pocket for additional storage. www.navistar.com