Automotive Trucks information on net.

Suppliers of steel, aluminum, iron, copper and other metals should keep a close eye on the market for "anything-goes" vehicles.

The vehicles-which are referred to by automakers as something other than anything-goes vehicles-usually are truck-like in style, providing unusual features ranging from pop-out tents, trail bikes, live bait tanks, fish coolers, dockable motor scooters and shopping trolleys to mobile communications centers and study-desks complete with computers and book shelves. Some, in fact, are designed to serve as a complete office-on-wheels, mobile retreat or motel room.

Because such vehicles are sized and shaped more like trucks than cars, they contain more materials, including steel, aluminum and plastic. Like sport utility vehicles, vans and most pickup trucks, they are designed to handle city and highway driving and to fit into conventional parking spaces.

Materials suppliers should take some of these vehicles seriously because there's already a groundswell of demand in the marketplace, mainly from young people who aren't attracted to conventional auto styles and instead want something special, even if it looks somewhat outlandish. Young people also are fanning the flames under the crossover vehicle market.

Glimpses of the anything-goes era in auto design already can be seen in several production models, including the Pontiac Aztek, which has a removable rear seat and optional custom tent that engages the open lift-gate and tailgate for convenient camping, and the Chevrolet Avalanche, which features a mid-gate, removable rear window and re-configurable interior. Now comes Honda Motor Co., which is going to start building a new sport utility truck later this year in East Liberty, Ohio. Based on its Model X concept vehicle unveiled in 2001, it looks like a boxy cross between an SUV and a minivan. It was designed with college-student drivers in mind; in fact, some Honda executives characterized it as a "dorm on wheels." The rear section of the vehicle, which converts into a pickup bed, can accommodate passengers, scooters, mountain bikes, surfboards, etc. The interior design will even allow a water hose to be used to flush trash out the side and rear doors of the vehicle. When the public got its first look at the v ehicle last year, some people came away from the auto shows with the impression that it was made-to-order for "Animal House" slobs.

# posted by Medical Information : 4:51 AM  1 Comments

Tokyo -- The 38th Tokyo Motor Show, the final dedicated to commercial vehicles, produced few surprises and little in the way of breakthrough technology. Still Japanese truckmakers put more than 100 vehicles on display including an array of hybrids and alternative fuel vehicles.

Mitsubishi-Fuso Truck & Bus Corp.

Mitsubishi-Fuso Truck & Bus Corp., still reeling from a series of costly recalls, exhibited a hybrid Canter truck that complies with Japan's new diesel emission standards that go into effect this year (2005). The truck, a parallel hybrid with an "idle-stop" system, is powered by a 3.0L turbocharged diesel engine and 35kW motor built into the transmission which draws power from a 300-volt manganese-lithium battery. The combined effect: a 30 percent increase in fuel economy.

The truck's "4M42T" engine is equipped with common-rail injection and exhaust gas recirculation systems which, linked to a continuously regenerating diesel particulate filter, substantially reduce emissions of N[O.sub.x] and particulates.

Mitsubishi Electric Corp. supplies the Canter's "idle-stop" system; Mitsubishi Heavy Industries and Hitachi Ltd., its compact motor and secondary battery; and Exedy Corp. (the former Daikin Manufacturing Co.), the truck's electronically controlled automatic transmission (called INOMAT-II).

Although no decision has yet been made on price, management indicated that it would probably list the model for roughly the same price as Hino Motors' hybrid Dutro, thus around [yen] 42 million ($40,300). The company plans to introduce the model in early 2006 with expected sales of 100 units per month during the first year on the market. Initially, the model will be available only in Japan although management is studying the feasibility of eventually selling it in the U.S. and Australia. No time frame was offered.

Other Mitsubishi-Fuso models on display included a "high-roof" dump truck based on the company's Super Great model and a concept tractor that features a crushable front safety bumper, all-wheel disc and anti-lock brakes, single-rear tires, LED headlamps, a pedestrian monitoring system and color rearview mirrors. The model's aerodynamic design, with a drag coefficient of 0.43 cd, contributes to a 10 percent savings in fuel consumption.

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Group 1 Automotive, Inc. (NYSE:GPI), a Fortune 500 specialty retailer, today announced it has acquired Lexus and Toyota franchises in Manchester, N.H., and relocated its Fort Bend, Texas, Toyota franchise into a new state-of-the-art facility. The company also announced that it has completed its stock repurchase program under its current board authorization.

In January, Group 1 acquired Lexus and Toyota franchises in Manchester that are expected to generate $127.1 million in annual revenues. This is the sole Lexus franchise in the state of New Hampshire. Prior to this acquisition, Toyota, Scion and Lexus represented 29 percent of Group 1's new vehicle unit sales at the end of the third quarter 2005. The combination of these additions and the relocation of the Fort Bend Toyota store is expected to grow that figure.

Group 1 also announced the relocation of Fort Bend Toyota into a new facility located at the corner of the heavily traveled Highway 59 and Grand Parkway exit in rapidly growing Fort Bend County, Texas, a suburb of Houston. The new 84,000-square-foot facility has 42 service bays, doubling the service and parts capacity from the previous location.

Dispositions

The company disposed of a Nissan franchise in Southern California in November 2005 and a Hummer franchise in Tulsa, Okla., in January 2006. The two franchises had estimated 2005 annual run rate revenues of $31.7 million.

Stock Repurchase

During the fourth quarter of 2005, Group 1 repurchased 623,207 shares of its common stock at an average price of $30.40, completing its board-authorized $18.9 million share repurchase program.

"We could not be more pleased with our investments in the Lexus and Toyota franchises in Manchester and Houston," said Earl J. Hesterberg, Group 1's president and chief executive officer. "These franchise and facility actions will support additional revenue and profit growth while leveraging our operational scale. The stock repurchase and franchise dispositions demonstrate our commitment to improve stockholder value and are consistent with our previously announced strategy."

# posted by Medical Information : 4:45 AM  0 Comments

DETROIT -- Dodge truck engineers in the Chrysler Group of DaimlerChrysler AG have selected iron over steel for use in a pair of suspension system lower-control arms installed in the redesigned Dodge Ram 2500 and 3500 pickup trucks due out next fall as 2003 models. The decision to use iron was based on projected reductions in weight as well as parts.

If Chrysler builds 120,000 of the heavy-duty pickups every year, it is estimated that enough ferrous scrap and other foundry materials to produce 8.2 million pounds of iron control-arm castings will be needed annually for the new suspension system applications--replacing almost 9.4 million pounds of steel.

As unusual as it is in the auto industry for iron to be chosen over another material for weight-saving purposes, that was one of the reasons for the engineers' decision. According to Chrysler sources, the decision to substitute iron for steel in the new trucks' control arms was made after studies projected that the foundry-made iron castings would save several pounds apiece and also require fewer parts than weld-assembled steel arms like those used in previous Ram 2500 and 3500 pickups.

The new control arms, which weigh 34 pounds apiece, reportedly will be supplied by Citation-Texas Foundries Inc., Lufkin, Texas.

Automotive engineers do not often select iron over other materials, but the design of the new control arms reportedly had a lot to do with the decision, as did lower projected assembly costs, Chrysler sources said. The new 23-inch-long lower control arms were designed without the need for bushings, such as those employed in the previous steel parts, which will make assembly operations simpler and less expensive.

The new Dodge Ram 2500 and 3500 pickups will have a substantial cast iron content because of other parts applications in which the metal either beat out aluminum or had no competition, including certain axle, power-train and driveline parts, such as cylinder blocks, crankshafts and exhaust manifolds.

Austempered ductile iron will be used in the lower control arms, each weighing about 5 pounds less than a comparable steel arm assembly, or 10 pounds less per vehicle.

# posted by Medical Information : 3:55 AM  0 Comments

The most efficient way for a technician to make sure the disc brakes on an axle will deliver like-new performance is to install a pair of loaded calipers. Using a matched, mirror image pair of precision remanufactured calipers, complete with new hardware and shims and top-of-the-line pads already in place, is a great time saver. Because the hardware is pre-lubed as well as pre-installed, using loaded calipers in pairs greatly reduces the chances of a hardware hang up that can lead to pulls or premature pad wear. Installing loaded calipers in pairs also ensures that the pistons and seals are in good shape, preventing slow or incomplete piston retraction that results in pulling or wear.

Q But aren't there times when it's either unnecessary or impractical to replace both calipers, like when a collision damages one caliper in a car with brakes that have just been serviced? Installers don't like these situations because they wind up having a leftover pair of pads.

A Brake service should always be done in pairs. Whenever you replace one caliper or service only one side of the car, you are taking the chance that you will have uneven braking from side to side which usually results in the car pulling to one side or the other.

Q It sounds like you're saying there is a solution to the problem.

A Yes. In this case, semi-loaded calipers would allow you to replace the calipers without throwing away the good friction material. Semi-loaded calipers are similar to fully loaded calipers since they are precision remanufactured and carefully inspected with all new, pre-lubed hardware and soft parts replaced. Bendix[R] Select semi-loaded calipers also come equipped with shims, however, there aren't any pads installed, so it gives technicians the option to install the friction of choice.

Q This should result in fewer situations when customers ask, "How do I stock calipers when many vehicles use different kinds of friction material?"

A There is one big advantage for the technician who has to stock parts for all the different cars and trucks on the market. He can offer better coverage with fewer SKUs. In many cases, similar vehicles use exactly the same calipers but because of different performance requirements, the factory may have equipped one with NAO, another with semi-metallics and yet another with ceramics. One pair of semi-loaded calipers--along with the appropriate pads--provides in-stock coverage for all these variants.

# posted by Medical Information : 3:53 AM  0 Comments

If Chrysler builds 120,000 of the heavy-duty pickups every year, it is estimated that enough ferrous scrap and other foundry materials to produce 8.2 million pounds of iron control-arm castings will be needed annually for the new suspension system applications--replacing almost 9.4 million pounds of steel.

As unusual as it is in the auto industry for iron to be chosen over another material for weight-saving purposes, that was one of the reasons for the engineers' decision. According to Chrysler sources, the decision to substitute iron for steel in the new trucks' control arms was made after studies projected that the foundry-made iron castings would save several pounds apiece and also require fewer parts than weld-assembled steel arms like those used in previous Ram 2500 and 3500 pickups.

Automotive engineers do not often select iron over other materials, but the design of the new control arms reportedly had a lot to do with the decision, as did lower projected assembly costs, Chrysler sources said. The new 23-inch-long lower control arms were designed without the need for bushings, such as those employed in the previous steel parts, which will make assembly operations simpler and less expensive.

The new Dodge Ram 2500 and 3500 pickups will have a substantial cast iron content because of other parts applications in which the metal either beat out aluminum or had no competition, including certain axle, power-train and driveline parts, such as cylinder blocks, crankshafts and exhaust manifolds.

Austempered ductile iron will be used in the lower control arms, each weighing about 5 pounds less than a comparable steel arm assembly, or 10 pounds less per vehicle.

# posted by Medical Information : 3:49 AM  0 Comments

The air suspension systems on which many modern heavy trucks ride is an interesting example of advanced automotive engineering. In many applications, older style leaf springs have been replaced by air bags, which control ride height and compensate for heavy loads. Constant pressure in the bags is maintained by an engine driven air compressor, which replenishes the air supply within the air bags.

At the heart of such systems is air leveling valve, typically actuated by a mechanical linkage. This valve admits more air when the distance between the axle and the frame decreases to less than a permitted minimum dimension. The same valve then exhausts air when the distance between the frame and axle becomes excessive.

In the past, this leveling valve has generally been viewed as the weak link in the air suspension system. The constant fill and exhaust operations is hard on valves and over time, they can wear to the point where there can be significant air leakage. If an excess of leakage occurs, the compressor will operate more frequently and fuel consumption will increase. And should the valve fail, the operation of the entire air suspension system can be compromised.

To address these durability concerns, Barksdale Controls, Los Angeles, Calif., has developed a compact, lightweight air valve designed to withstand the rigors of heavy truck operations. Featuring a rotary design, the Barksdale valves contain only one moving part and relies on lapped surfaces to effect a positive seal. The design is such that the compressed air does not flow across the sealing surfaces, but rather it moves directly through the inside diameter of the seal. Thus, normal contaminants that may exist in the airflow will not cause seal leakage, the company said.

Qualification testing has indicated that the valve is capable of well over 100 million cycles. According to Barksdale, one major Class 8 truck manufacturer that has installed the valve on 19 tractors operating in Canada has reported zero valve failures after 500,000 miles in over-the-road operation.

Valve operation is effected by the relative movement of two circular overlapping ports moving relative to each other. A ramped flow rate develops as the valve opens and closes, with no undesirable full-on/full-off behavior, the company said.

A 3 [degrees] deadband prevents nuisance actuation of the valve during normal suspension travel. Exhaust and fill times are 1.5 to 2.5 times quicker than other systems, the company said.

# posted by Medical Information : 5:03 AM  0 Comments

MorElectric System provides electrically powered heating, ventilating, and air-conditioning system, allowing all HVAC components to be removed from engine compartment. Electric power comes from 7,300 W generator that replaces alternator. When coupled with Auxiliary Power Unit, system provides driver with comfortable cab environment when main engine is off. Using Shore Power, truck is plugged into pedestal at truck stop, providing low emission idling solution.

Recent Caterpillar and DOE Tests Confirm Savings

The focus on the noise and emissions effects of idling vehicles continues to grow in many states and communities, drawing even more attention to the economic and environmental issues related to wasteful, diesel engine idling. Studies indicate the average U.S. long haul truck engine idles over 1,800 hours annually. At an average fuel consumption of 0.9 gallons per hour, this translates to the fact that more than a billion dollars of diesel fuel is consumed each year simply to provide the driver with a comfortable cab during required rest periods. Now Caterpillar offers an alternative to idling, known as the MorElectric System.

Recently, at one of the trucking industry's largest conferences, the Technology & Maintenance Council (TMC), the US Department of Energy's (DOE) Advanced Vehicle Testing Activity and Caterpillar reviewed some of the early results from tests completed on five Cox Transfer trucks under a DOE Idling Reduction Demonstration Program overseen by DOE's National Renewable Energy Laboratory and managed by DOE's National Energy Technology Laboratory. Ongoing testing of Caterpillar's MorElectric Technology will continue through 2005 on fleets from Cox Transfer, Schneider National, Werner Enterprises, and others, as part of DOE's Office of FreedomCAR and Vehicle Technology and New York State sponsored technology demonstration programs.

# posted by Medical Information : 5:02 AM  0 Comments

Does the auto industry need a new model for the traditional passenger car? Wayne Cherry thinks so. The General Motors design vice-president believes the ascendancy of light trucks means it's time to put truck design characteristics into cars, rather than merely make trucks more car-like. The Chevrolet Traverse, perhaps GM's most important concept vehicle now on the show circuit, is his vision of the Chew family sedan of the future.

And that future could include the return of the body-on-frame (BOF) passenger car--the smooth riding, supremely comfortable mainstay of the American auto industry for 100 years. Chevrolet last built a BOF car, the Caprice, in 1996.

Cherry tells A/that the Traverse wasn't built on an S-10 truck chassis solely for convenience. "The concept of a passenger car with a high H-point (height of the occupants' hips to the road surface) and good ingress and egress is valid, whether it's a BOF or unibody," he says. "But I wanted to put it on the S-10 frame to get people thinking about passenger cars in a new perspective. Look at the sophistication of the frame on our GMT800 trucks. We get great ride, handling and isolation. I believe there's a case to be made for separate-frame cars."

He notes that some engineers within the company questioned the separate body architecture. "But a concept vehicle has many influential audiences -- including the media and the public," Cherry says.

Cherry believes that had the Traverse been built as a unibody, people would have assessed it as a "tall car," rather than seeing it as something new and undefinable -- which is what GM is looking for.

This potential car of the future also owes its existence to a giant of the past. Traverse's H-point measures 28.3 inches. That's nearly identical to the H-point of the classic 1955 Chevrolet. The dimension is an ironic coincidence: Cherry cut his teeth drag racing a '55 Chew as a teen-ager, and has loved the so-called "TriChevies" (1955-57) ever since. He admits that the overall utility and visibility of those models influenced his thinking on the Traverse.

"When we were developing it (Traverse), some of the young designers weren't familiar with a '55 Chew. So I had them bring one into the studio to examine. We found that its H-point was almost identical, and our guys were amazed at its superb all-around visibility. They felt good in it."

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Penny+Giles Controls Inc., has expanded its line of joystick controls for mobile applications with the development of a new multi-axis unit targeted toward applications such as forklift trucks and machine remote control systems where the combination of compact size and functionality are important. The JC400 joystick, which is designed for use with an electronic controller, offers proportional or digital fingertip control in as many as three axes and is available with either analog or digital outputs, according to the Schaumburg, Ill., supplier.

The Penny+Giles range covers eight product series, from the JC100 single-axis finger control to the JC600 four-axis large joystick with multiple handle options. "The JC400 is a next generation product," noted Fred Howse, vice president, business development. "It's an evolutionary development with specific objectives such as very competitive pricing, mounting interchangeability with some competitive products, very high mechanical strength for its size and the ability to use the existing "small" joystick handles in our range."

The analog version of the JC400 control gives an output signal proportional to the distance and direction over which the handle is moved and can provide switched reference signals to confirm the direction of movement, the company said. It can also he configured to provide fault detection signals to the controller. To minimize the depth required below the customer's mounting panel (40.5 mm), all connections to the joystick are made via flying leads which are positioned directly below the mounting flange.

The digital version of the JC400 joystick provide three switches in each direction, and where required, a detent mechanism can be included to provide the operator with tactile feedback when each switch is actuated. The termination of the digital version is via a Dupont automotive connector.

The joystick, which the company said has an expected life beyond five million cycles, is designed for both original equipment and retrofit installations. A choice of mounting flanges are available, along with threaded inserts. Handle options are the same as those offered on the current range of JC300 joystick controls, including the Z-axis controls handles.

# posted by Medical Information : 4:11 AM  0 Comments

While the designation "International" has been part of its identity for decades, it took on a little extra meaning when International Truck and Engine Corp. recently offered a first look at its new big bore diesel engines. That's because the new 11 to 13 L engines, scheduled to debut in the company's Class 8 vehicles in 2007, have a heritage every bit as international as the name.

"It's always a little presumptuous and perhaps a little self-serving to talk about events being historic," said Dee Kaput, president of International's Truck Group. "But I submit to you that it is a historic event for this company. The transformation that we are representing here today is being bold about where we're going in the heavy and severe service truck business.

"Integrated solutions are the way of the future, given where we're headed in emissions for '07 and '10. It is up to us to provide for the marketplace the kind of products, the kind of systems solutions that will deliver functionality, quality and performance the marketplace needs while achieving emission standards and regulations that are mandated."

"It is a true step up in size from our market-leading midrange diesel engines that we have today," added Jack Allen, president, International Engine Group. "This is a true big bore engine, it's not an extension of our existing platforms."

The new inline, six-cylinder engines are the first tangible result of a strategic agreement between International and Germany's MAN Nutzfahrzeuge to collaborate on design, development, sourcing and manufacturing of components and systems for commercial trucks and diesel engines. That the collaboration was announced in December of last year and the engines were previewed at the recent Mid-America Trucking Show was a sign of how focused the alliance was from the start.

"Clearly when we did that collaboration, the expectations of both companies were that there was going to be products that would result from that," Allen said. "So at the time of the collaboration, we had a pretty good idea this was what we were going to do and everything just came together very quickly that we were able to move forward.

# posted by Medical Information : 4:10 AM  0 Comments

Against the backdrop of this year's Tokyo Motor Show, with its upbeat focus on future technologies, Japanese truckmakers face an ominous present.

Based on six-month sales results projected over the full year, demand for trucks (2 tons and over GVW) is on target to drop 10 percent from last year's low level of 176,647 units. In 2001, sales fell 6 percent.

And while demand for medium- and heavy-duty trucks (above 6 tons GVW) held steady at 80,122 units last year, sales in this critical segment were on course halfway through 2002 to fall below 75,000, a mere fraction of the 1990 peak of 193,300.

Analysts see little chance of near-term recovery, leading some to conclude there are too many producers. Considered most vulnerable at this juncture are Isuzu Motors Ltd. and Nissan Diesel Motor Co., the nation's second and fourth largest producers.

In fiscal 2001, Isuzu reported its third consecutive yearly loss: $358 million. As a result, the General Motors Corp. affiliate was forced to sell GM part of its profitable diesel engine operations in the U.S. and Poland, DMAX Inc. and Isuzu Motors Polska Sp.Zo.o, respectively. As part of the deal, Isuzu had to recapitalize with the U.S. automaker reducing its equity stake from 49 percent to 12 percent.

Meanwhile, Nissan Diesel, which eked out a small Y$5.1 million profit--its second since posting a $6 million deficit in fiscal 1999--is considered likely to go back into the red this year. Analysts forecast a $8.3 million loss for the affiliate of Renault S.A. and Nissan Motor Co. due in part to a still-heavy debt load.

Elsewhere, Hino Motors Ltd. reported an $70 million profit, its first since fiscal 1997. The Toyota Motor Corp. subsidiary, having completed the bulk of a comprehensive restructuring initiated several years ago, is projected to match fiscal 2001 results in the current business year with net earnings of $71 million on sales of $6.9 billion, up nine percent over last year's level.

# posted by Medical Information : 4:08 AM  0 Comments

Laying the groundwork to add a full-size pickup and sport-utility to its U.S. lineup, Nissan is spending $1 billion to triple the size of its Tennessee engine plant and wring more production out of its Smyrna, Tenn., assembly plant.

Nissan plans to boost output at Smyrna, already tagged as North America's most efficient assembly plant by the Harbour Report, from 380,000 units to 500,000 units. The plant now builds the Altima sedan and Frontier and Xterra trucks.

Nissan officials have acknowledged their desire to have a full-size truck for the U.S. market, craving the big profits and having watched the success of rival Toyota Motor Corp. Building the trucks in the U.S. smoothes out currency fluctuations, and avoids the 25 percent "chicken tax" levied on imported two-door trucks.

Expansion at the Decherd engine plant makes room for adding V-6 and V-8 engines. It currently builds about 200,000 4-cylinder engines now; output will jump to 750,000 units annually when the project is complete.

# posted by Medical Information : 3:41 AM  0 Comments

Buying a new truck through an auto dealership is a contest, played on the other team's home turf. Because actual vehicle cost can be hidden in so many fees, finance charges, financing options, an all but meaningless sticker price, and nearly subversive sales tactics, many buyers just grit their teeth, haggle when they think it's a suitable amount, write a check, and hope they're getting a good deal.

If you'd rather know for sure that you're getting the best deal, do your homework long before you need to buy.

Here are five steps to gaining control over your next truck purchase: know your model and features, test drive, get real dealer costs, map out your strategy, and choose the best payment option. The last two steps, negotiating like a pro and closing the deal, will be covered in the second part of this feature, in next month's issue.

Before heading to the dealer, research vehicle models, features, and options using automotive magazines, consumer publications, TOOLS OF THE TRADE'S annual truck report, and Web sites like Consumer Reports (www.consumer reports.org), Edmunds.com, and Kelley Blue Book . Pay attention to past vehicle histories, warranty details, safety considerations, and, especially now, mileage estimates. Also, make sure the trucks you're looking at have the capacity ratings your work requires.

Narrowing the Field. The availability of information on new automobiles seems endless, but resources for working trucks are scarcer. Automotive and consumer magazines often lack reliable tests of work vehicles; most trucks tested are the lightest-duty versions. And, be aware that popular buying guides (that cost money to buy) don't usually contain information about 3/4- or 1-ton pickups or full-size vans--so check first before you pay 10 bucks for one.

Online pricing services like Consumer Reports and Edmunds.com should have all of the heavier-duty light truck and full-size van models and options available, though. Get up-to-date information from manufacturers' Web sites and get brochures from dealers. Avoid having promotional materials mailed or you'll run the risk of receiving a flood of solicitations from sellers who now know you're a buyer.

# posted by Medical Information : 3:38 AM  0 Comments

Heavy-duty truck designers finally are starting to loosen up as younger drivers demand more comfort and aesthetics.

A fairly stable discipline over the years, the goal of big-rig design was not to "wow" buyers with radical changes, but to tweak existing models and maintain a rough-and-tough look and image.

As a result, truck designers are more practical than their automotive cousins, says Orlan Ervin, a staff member at the Art Center College of Design in Pasadena, CA. Automotive designers, meanwhile, are extremely emotional and stimulated by art and fashion trends from around the world.

A shortage of truck drivers and new safety regulations are forcing truck designers to pay more attention to vehicle aesthetics, ergonomics and safety in new designs. And truckmakers will continue to add aerodynamic devices such as air-dam bumpers, chassis belly pans, movable front skirts, wheel covers, roof and cab enclosures, cab skirt extensions and rear-axle fenders.

What's in it for truckmakers? Volvo-GM Heavy Truck Corp. says a driver-friendly truck can increase productivity by as much as 2%. Reducing interior noise and vibration, for example, increases driver comfort and reduces fatigue.

In the future, truck interiors will be more comfortable and functional, Mr. Ervin says. For a look at what's to come, Art Center students redesigned the interior of a Kenworth T600A Aerodyne cab. The project, which was sponsored by Kenworth Truck Co., yielded reclining swivel chairs, built-in computers and sculptured equipment.

In the past, Mr. Ervin says, truck-makers relied too much on outside suppliers for various parts and components. As a result, there was little integration and design continuity in big rigs. In some cases, however, turning more responsibility over to outside suppliers is paying off. The interior of the new Freightliner FLD 120, for example, was developed by ASC Inc.'s ASC Trim Div. The goal was a free-form interior with no hard edges, explains Chris I. Ito, ASC Trim's chief designer. The design stresses functionality wherever possible -- one corner of the cab incorporates a speaker system and lighting unit, while adding structural support.

A new breed of owner-operators are emerging, Mr. Ito says. Drivers are younger and their tastes are changing; instead of exposed screws and rivets, they want a soft comfortable interior.

# posted by Medical Information : 3:36 AM  0 Comments