2011 New Models: Class 3-7

July 1, 2010
FORD The new 2011 model-year F-Series Super Duty truck is going to offer a host of new enhancements, including the Ford-designed and built 6.7-liter Power Stroke V8 turbodiesel rated at 390 hp. and 735 lbs.-ft. of torque, to replace diesel engines of the same name formerly supplied by Navistar. Ed Waszczenko, Ford's lead engine durability engineer, notes that B20 biodiesel compatibility is being added


The new 2011 model-year F-Series Super Duty truck is going to offer a host of new enhancements, including the Ford-designed and built 6.7-liter Power Stroke V8 turbodiesel rated at 390 hp. and 735 lbs.-ft. of torque, to replace diesel engines of the same name formerly supplied by Navistar.

Ed Waszczenko, Ford's lead engine durability engineer, notes that B20 biodiesel compatibility is being added for the 2011 model year, meaning the engine can be operated on a blend of 20% biodiesel and 80% regular petroleum diesel. According to Waszczenko, Ford's turbodiesel boasts an average 18% improvement in fuel economy for pickup models and up to 25% improvement for chassis cabs versus 2010 Super Duty models.

The engine and aftertreatment system also meets the new 2010 federal emissions requirements for oxides of nitrogen (NOx) by using a selective catalytic reduction (SCR) system with diesel exhaust fluid (DEF) supplied by Terra Environmental Technologies (TET) under Ford's Motorcraft brand name.

In addition, Waszczenko says models equipped with Ford's new 6.2-liter V8 gasoline engines will crank out 385 hp. and 405 lbs.-ft. of torque, some 85 more horsepower, and 40 lbs.-ft. more torque than the OEM's current 5.4-liter V8 gas engine. They will deliver an average 15% fuel economy improvement over the OEM's comparable 2010 models.

“Having two outstanding powertrains to choose from is a real win-win for Super Duty customers,” says Doug Scott, Ford's truck group marketing manager.

Also noteworthy is that Ford has increased the towing capability of the 2011 Super Duty to 26,400 lbs. on chassis cabs and 24,400 lbs. on pickups. Payload capability has been boosted to 12,711 lbs. on chassis cabs and 6,520 lbs. on pickups.

Each of Ford's new engines is mated to the all-new 6R140 heavy-duty TorqShift 6-spd. automatic transmission, which has been optimized for the increased torque of the new diesel engine and the higher speeds of the gas engine. The transmission features SelectShift Automatic capability, with segment-exclusive “live drive” power take off (PTO) available for diesels.

Ford is also adding its Trailer Sway Control (TSC) system as a Super Duty option. It is integrated with AdvanceTrac with Roll Stability Control and is now standard on all single rear wheel (SRW) configurations.

The AdvanceTrac control module uses additional software to monitor the truck's motion when a trailer is attached. TSC can determine from the yaw motion of the truck if the trailer is swaying and take measures, such as applying precise braking or reducing engine torque, to help reduce the trailer sway.

Other new safety features include: hill start assist, which applies brakes to prevent rollback; hill descent control, which uses the accelerator and brake to set and hold a selected speed; electronic locking differential, which provides maximum traction by forcing the rear wheels to turn at the same speed; and tire pressure monitoring systems, which are a standard feature on all SRW models. www.ford.com


Freightliner Trucks has made several improvements to its medium-duty Business Class M2 106V model, including making it compliant with 2010 EPA engine emissions regs. The truck is designed for medium- to heavy-duty vocational applications that require a front engine PTO or front frame extensions such as those needed in refuse collection, snow plowing, crane and utility operations.

“With the enhancements we've made to the Business Class M2 106V, we have the next generation of one of our most versatile vocational trucks,” points out Melissa Clausen, director of product marketing. She notes that Freightliner has further “extended options for vocational customers while meeting the stringent 2010 emissions standards.”

The M2 106V features a 1,200-sq.-in. radiator that can accommodate up to 380 hp. with an automatic transmission and up to 80,000 lbs. GVW. Increased cooling and reliability are also aspects of the improved radiator, which is mounted to the engine above the top of the frame. This also allows a front-engine PTO shaft to run below the radiator.

The truck boasts a composite headlight system that features complex reflectors with easy-to-replace halogen bulbs stocked at both auto and truck supply stores. The new Blend-Air intake system pulls air from under and outside the hood, which helps the stream of air when it may otherwise be restricted due to debris.

Front frame rail extensions are now integrated with the vehicle, rather than bolted on, allowing for a constant resistance bending moment from the front of the frame extension to the end of the rail, according to the OEM. Available in lengths of 6 in. and 24 in. , the rail extensions come standard, and Freightliner says they provide a solid mounting point for pumps, winches and plows.

The exterior of the M2 106V has been updated as well. A new fiberglass hood with restyled front fenders joins a non-corrosive aluminum cab to offer what Freightliner terms a “contemporary look.” The OEM notes that low step-in heights with slip-resistant dual steps, large door openings, and strategically placed grab handles add to driver comfort, as do flexible seating options.

The OEM has announced no major changes to any of its other medium-duty Business Class truck models.


Some new changes are in store for 2011 walk-in van chassis models offered by Freightliner Custom Chassis Corp. (FCCC).

For starters, FCCC is now offering a gasoline engine-powered chassis to the commercial vehicle industry for its MT-45 and MT-55 walk-in van chassis platform. FCCC says its engineers designed the new gasoline-engine option chassis to provide similar core benefits of the MT-45 and MT-55, including the same outstanding reliability, durability, serviceability and performance that customers expect from an FCCC chassis.“The gasoline-powered chassis was designed and engineered by FCCC after speaking with numerous customers and recognizing there was a market desire for FCCC chassis with this powertrain,” says Jonathan Randall, director of sales and marketing for FCCC, noting that the firm's gasoline-powered chassis is expected to go into production during the third quarter of 2010.

Equipped with a standard Allison 1000/2000 Series transmission and General Motors 6.0-liter V8 engine, the gasoline-powered chassis features up to 320 hp. This is the first time a 6.0-liter GM engine has been mated with an Allison 1000/2000 Series transmission, Randall says. Ideal for pickup-and-delivery applications, the chassis has a GVWR of 14,500 to 23,000 lbs. The MT-45 and MT-55's steel straight-rail chassis frame reduces flex and bowing to minimize chassis stress while carrying heavy payloads.

Along with gasoline- and diesel-powered chassis, FCCC offers compressed natural gas (CNG) and a hybrid-electric vehicle (HEV) chassis, with plans to offer full production of the hydraulic hybrid vehicle (HHV) chassis in the fourth quarter of 2010 for the walk-in van market segment.

Another new feature for the 2011 model year is a 3-yr./50,000-mi. extended service warranty on all chassis in FCCC's walk-in van product line. The new warranty will cover the entire FCCC walk-in van product line, including the popular MT-45 chassis and alternative-power chassis, like the new all-electric chassis and the hybrid-electric chassis. The warranty coverage will go into effect immediately for all chassis powered by 2010-compliant engines.

Finally, a new multi-year, long-term agreement forged between FCCC's parent company, Daimler Trucks North America (DTNA), and Allison Transmission makes Allison the exclusive automatic transmission provider for all DTNA product lines, including FCCC's walk-in van chassis. Allison will also work in conjunction with engines from DTNA's sister company, Detroit Diesel Corp., to improve upon engine/transmission integration in areas such as fuel efficiency and future product offerings. www.freightlinerchassis.com

Next Page: HINO


Hino is rolling out specialized chassis configurations for specific medium-duty market segments in 2011, as well as introducing a cabover engine (COE) hybrid truck in the Fall of 2011 as a 2012 model.

In response to strong demand by body manufacturers and customers, Hino says it's making available an ambulance-specific version of its 2011 model-year 258ALP Class 6 chassis. Rated at 25,550 lb. GVW, the chassis comes equipped with the company's proprietary 6-cyl. J08E Series 8-liter diesel engine producing 220 hp. with 520 lbs.-ft. of torque. Hino also offers a 6-cyl. J08E version cranking out 260 hp. and 585 lbs.-ft. of torque .

Hino says the ambulance cab and chassis are designed for maximum maneuverability and reliable performance with ample power for the stressful demands required by the emergency rescue market. The vehicle will feature a new suspension from Hendrickson allowing for the frame height to be in the 28-in. range required in the ambulance industry.

This truck, like all of Hino's new models, is equipped with the OEM's selective catalytic reduction (SCR) emissions control system so it can meet stringent 2010 EPA exhaust emissions regulations. The company added that the diesel exhaust fluid (DEF) tank on its trucks accommodates 4.7 gal., allowing the vehicle to travel as many as 2,000 mi. per gallon.

All told, Hino continues to offer seven distinct chassis models in Class 6 and 7. For Class 6, the company offers the 238, 258ALP, 258LP, 268 and 268A chassis models, along with the 338 and 338CT Class 7 models.

Hino is also introducing its light-duty diesel hybrid COE truck to the U.S. for the first time; a truck with a gross vehicle weight rating of 14,500 lbs. and a 16-ft. van body. Hino says it expects to offer its next generation hybrid Class 4 and 5 COE trucks in the U.S. on a wider basis in the near future.

Finally, Hino has entered into an agreement with Hitachi Capital America Corp. to expand its commercial financing options. In addition to Hino's financial partner, Toyota Financial Services, Hino's dealers and customers now have access to Hitachi Capital America Corp.'s retail and wholesale financing offerings. www.hino.com


Navistar Inc.'s new midrange International truck model is the Class 4-5 TerraStar. The OEM says the truck boasts a wide range of “commercial duty” features including Navistar's MaxxForce 7 V8 diesel and the “largest, roomiest cab available.”

The 6.4-liter engine produces 300 hp. while delivering 660 lbs.-ft. of torque. The engine's compacted graphite iron (CGI) block is said to offer high strength without added weight. In the TerraStar, it is mated with an Allison 1000 automatic transmission to optimize its power output.

The truck meets 2010 emisisons regulations with Navistar's Advanced EGR emissions technology.

Other key TerraStar features include best-in-class visibility (28% more than the market leader); an industry-best 107-in. BBC length and 44-ft. curb-to-curb turning radius to offer outstanding maneuverability in even the tightest work environments; a true commercial-duty truck cab with 30% more cab interior space than the market leader to allow plenty of room for three adults to fit comfortably in the front seat; optional extended cab or crew-cab configurations; a commercial-style tiltaway hood that provides unobstructed access to the engine compartment; International's Diamond Logic multiplex electrical system for ease of body integration that helps deliver a number of smart, customizable features such as automated pretrip inspections, headlights on with wipers, interlocks, and programmable switches for added convenience and safety. The TerraStar will initially be available with a 4×2 drivetrain while a 4×4 version is planned for next year.

According to Navistar, the MaxxForce 7 will also power all standard-cab models of International DuraStar Class 6-7 trucks. For those medium-duty models, four available ratings will range from 220 to 300 hp. and 560 to 660 lbs.-ft. of torque. www.internationaltrucks.com


Wasting no time recovering from the dissolution of its longtime partnership with General Motors when GM shuttered its medium-duty division last year, Isuzu Commercial Truck of America is launching a new vehicle for the 2011 model year: the N-Series NPR Eco-Max.

The 12,000-lb. GVWR Eco-Max is a low-cab-forward truck offering up to 20% improved fuel economy and increased payload capacity compared to previous NPR models, Isuzu says. It's powered by Isuzu's next-generation 4JJ1-TC diesel engine; a turbocharged 4-cyl., 3-liter engine delivering 150 hp. and 282 lbs.-ft. of torque that's operated globally in Isuzu's N-Series models for the last five years. Isuzu says its 4J engine is compliant with EPA 2010 emissions rules as well as CARB OBD requirements. It offers a B10 biodiesel engine rating and maintains a life rating of 310,000 mi., which means 90% of these engines should reach this mileage before needing an overhaul. The engine is mated to an Aisin heavy-duty, 6-spd. automatic transmission with double overdrive and lockup power take off (PTO) function.

Due to its broad torque curve, power density and transmission, the Eco-Max has shown better hill climbing ability than the model it replaces. It's also up to 170 lbs. lighter, so it offers increased payload capacity.

The cab is the same size as the previous NPR and offers three-across seating, with wheelbase choices of 110, 134 and 151 in. to accommodate bodies up to 16 ft. in length.

Isuzu is also launching the NPR-HD (14,500 lbs. GVWR), NQR (17,950 lbs. GVWR) and NRR (19,500 lbs. GVWR) models. These higher GVWR N-Series models will be powered by a heavily revised version of the 4HK1-TC 5.2L engine first introduced in the 2005 model year. For 2011, the 4HK features increased power output (from 205 to 210 hp. with an automatic transmission, and from 175 to 190 hp. with manual transmission) and up to 8% better fuel economy. Like the 4JJ1-TC engine, this engine is both EPA 2010 and CARB HD-OBD emissions compliant. www.isuzucv.com



Kenworth Truck Co.'s newest medium-duty model is the T440. Its GVW rating ranges from a heavy Class 7 vehicle at 33,000 lbs. up to a light Class 8 at 68,000 lbs. It is offered as a truck or tractor and is aimed at various vocational, regional, P&D and municipal applications.

Standard power is the 2010 Paccar PX-8 engine, rated to 350 hp. and 1,000 lbs.-ft. of torque. An optional 9-liter 2010 Cummins ISL engine is rated to 380 hp. and 1,300 lbs.-ft. of torque. Emergency fire truck ratings are available on both engines. The T440 offers 6-, 9-, 10-, 11- and 13-spd. manual and 5- and 6-spd. automatic transmissions. Specs also include 12,000- to 22,000-lb. rated front axles; 21,000- to 30,000-lb. rated single rear axles; and 40,000- to 46,000-lb. rated tandem rear axles.

The T440 can also be ordered to run on compressed natural gas (CNG) or liquefied natural gas (LNG), powered by the Cummins Westport ISL G engine. Rated at 320 hp. and 1,000 lbs.-ft. of torque, the ISL G is 2010 EPA-compliant without the use of selective catalytic reduction (SCR) or a diesel particulate filter.

Kenworth points out that the T440's modern styling features an aerodynamic sloped hood for enhanced forward visibility, a tapered channel bumper, and best-in-class forward lighting with Halogen projector headlamps as standard equipment. An aluminum or three-piece aerodynamic bumper and high intensity discharge lighting are available as options.

The T440 uses the same multiplexed dash installed in Kenworth's Class 8 trucks with a large panel for convenient installation of body controls and gauges. The Kenworth Driver Information Center is standard in the T440. The OEM's Extended Day Cab, which is optional, provides an additional 6 in. of length and 5 in. of cab height compared to Kenworth's traditional day cab. www.kenworth.com


The biggest change for Mitsubishi Fuso Truck of America's (MFTA) 2011 models is the selective catalytic reduction (SCR) system being added to all of its diesel-powered vehicles so they comply with EPA 2010 exhaust emissions regulations.

The full line of MFTA commercial trucks includes its Class 3 (12,500 lb. GVWR) through Class 5 (17,995 lb. GVWR) Canter FE and FG models, as well as its Class 6 (25,995 lb. GVWR) FK and Class 7 (32,900 lb. GVWR) FM models. All are powered by fuel-injected, turbocharged diesel engines and come with automatic transmissions as standard equipment.

All of the trucks will use engines equipped with BlueTec technology developed by MFTA and its parent company, Germany's Daimler AG. MFTA is a subsidiary of Mitsubishi Fuso Truck and Bus Corp. of Kawasaki, Japan, which is part of the Daimler Trucks division of Daimler AG.

The BlueTec system consists of components already introduced to meet EPA's 2007 emissions regulations — diesel particulate filter and diesel oxidation catalyst — plus SCR catalyst and diesel exhaust fluid (DEF) tank, doser and control module. During operation, the DEF doser atomizes and sprays small, carefully regulated amounts of diesel exhaust fluid into the exhaust stream. Once in the SCR catalyst, oxides of nitrogen (NOx) in the exhaust gas react with the DEF to form water and nitrogen.

A DEF gauge is integrated into the instrument panel to allow the driver to monitor DEF tank level. In addition, onboard diagnostics will monitor the function of the emissions system. According to Leighton Good, manager of product and applications, with BlueTec technology, the amount of exhaust gas recirculation can actually be reduced, thus improving engine efficiency. In addition, the regeneration interval of the DPF is extended, requiring less fuel to burn off the soot collected by the filter. In the end, the combination of these technologies results in improved fuel economy compared to EPA 2007-compliant engines with comparable ratings, says Good.

MFTA also noted that its 2011 models retain several warranty options, with base 3-yr./unlimited mileage bumper-to-bumper coverage along with either a 5-yr./175,000-mi. limited powertrain warranty on Canter FE/FG models or a 5-yr./250,000-mi. limited powertrain warranty for its FK/FM models. MFTA's Canter FE and FG trucks retain door-mounted split rearview mirrors introduced as standard equipment for the 2010 model year. Previously an option, these split mirrors provide a large, flat upper surface combined with a smaller, convex lower surface. www.mitfuso.com


Peterbilt Motors Co. has launched the Model 337 as its new medium-duty flagship and has also rolled out another midrange truck, the Model 347. Both new Petes boast improved visibility, a multiplexed electrical system, and a redesigned HVAC with higher output, according to the OEM.

The Model 337, which replaces the Model 335, offers GVWs ranging from 26,000 to 33,000 lbs. It is powered either by the 6.7-liter Paccar PX-6 diesel (240-325 hp.) or the 8.3-liter Paccar PX-8 (240 to 360 hp.). The Model 337 can also be ordered with a diesel-electric hybrid powertrain. The Model 347, which replaces the Model 340, is available as either a truck or tractor. Its GVWRs start at 35,000 lbs. and power is supplied by the PX-8.

Common to both models is an all-aluminum cab derived from Pete's heavy-duty line. It features a lower cab-door belt line, which the OEM says improves side sight lines by 17%. The cab also has a larger rear window and improved forward visibility. Inside, there's an all-new dashboard with an integrated driver information display as well as multiplexed electronics with a J1939 bus for access to vehicle diagnostic and operational information.

Peterbilt is also making available optional all-wheel drive (AWD) for the 337 and Class 7 Model 348 truck. The OEM notes AWD is aimed at vocational customers needing enhanced off-road versatility and maneuverability.

Power for the 337 AWD comes from the Paccar PX-6 engine with a horsepower rating of up to 325 and up to 750 lbs.-ft. of torque. Specs include choice of an Eaton Fuller manual or an Allison automatic transmission. The Model 337 AWD has a GVW starting at 29,000 lbs. Pete notes that a “strong steel frame and multiple available axle ratings support off-road confidence and enable an easy transition to urban streets.”

The Model 348 AWD has a 108-in. BBC and is available with 12,000- to 16,000-lb. front axle ratings. It is powered by the Paccar PX-6 engine, which the OEM says offers the highest horsepower to weight ratio in the industry. Peterbilt notes the Model 348 AWD has “optional capacity ratings to suit almost any vocation.” www.peterbilt.com



A retooled Ram chassis cab is the big news from Chrysler for the 2011 model year. That new cab adds to the complement of options buyers have available to them for 2011. The truck is available in three weight classes (3500, 4500 and 5500), three trim levels (ST, SLT and Laramie), four cab-to-axle lengths (60, 84, 108 and 120 in.), plus a choice of two- or four-wheel drive.

All Ram chassis cab models are available in two cab styles, including regular cab and the all-new, full-size crew cab. They're also available with two powertrains: a 383 hp. 5.7-liter Hemi (3500 only) producing 400 lbs.-ft. of torque and a 305 hp. 6.7-liter Cummins turbodiesel generating 610 lbs.-ft. of torque that is also approved for B20, a fuel blend of 20% biodiesel mixed with 80% petroleum diesel.

The Ram chassis cab also comes with three transmission options: a 6-spd. manual (diesel only), 5-spd. automatic (gasoline only) and 6-spd. automatic (diesel only).

The 2011 chassis cab features a 50,000 psi high-strength steel frame with advanced torsional rigidity and stiffness. A coil-spring suspension system is in front with a multi-leaf spring design in the rear for heavy-duty capability. Front and rear shocks and springs are tuned for optimum ride quality and capability.

Also standard on diesel-equipped 3500, 4500 and 5500 models is an exhaust brake to reduce brake fade, prolong brake life and provide confidence and safety when hauling heavy loads. Additionally, the new models are equipped with larger front and rear brakes — 390 mm — with an integrated antilock brake system to both increase brake life and braking stability.

An available integrated trailer brake control provides better driver control in towing situations, with the trailer brake control information conveniently displayed in the electronic vehicle information center — a standard feature on diesel models and available as an option on gasoline models.

Ram's automatic transmissions for the chassis cab include electronic range select, which enables the driver to manually limit the highest available transmission gear. This allows manual upshifts and downshifts based on road speed and engine speed for improved drivability when towing. Tow/haul mode is available on both 5-spd. and 6-spd. automatic transmissions.

The 2011 Ram chassis cab lineup also includes new styling, offering a tougher, more capable look with improved aerodynamics, fit and finish. To accommodate the cooling requirements of the 6.7-liter Cummins Turbo Diesel engine, the grille is enlarged over the light-duty application.

Inside, the new 2011 Ram chassis cab offers an abundance of amenities, comfort and convenience, including standard power windows, locks and mirrors on crew-cab models.

Also available is the Uconnect Web, which provides high-speed data transfer and flexibility by combining WiFi and 3G cellular for a new level of wireless connectivity. The system transforms the vehicle into a “hot spot” for instant access to websites, email and more.


A new name and a host of big changes to its trucks define the 2011 model year for UD Trucks North America (UDNA), formerly known as Nissan Diesel America.

The name change to UDNA is part of a branding strategy being implemented to complement the recent name change of its Japan-based parent firm from Nissan Diesel Motor Co. to UD Trucks Corp. The parent of UD Trucks Corp. is Sweden's Volvo Group.

“We will strongly promote UD Trucks North America and the UD Trucks brand of medium-duty diesel trucks, which is one of the Volvo Group brands in North America,” says Dayle Wetherell, UDNA's president. Headquartered in Irving, TX, UDNA serves as the U.S. distributor for the UD Trucks line of medium-duty diesel trucks manufactured by UD Trucks Corp. in Japan.

Along with the name change, a new “brand identity strategy” will incorporate a redesigned logo and service mark, as well as plans for new dealership brand identification.

The company also notes that its 2011 model trucks are equipped with selective catalytic reduction based on the EATS (Exhaust After-Treatment System) technology package in order to comply with emissions regulations.

The 2011 models also feature a new cab and driver environment, along with a 7-liter GH7 diesel engine, which was jointly developed by UD Trucks Corp. and Volvo Powertrain Development. The vehicles offer customers the benefits of improved performance, economy, aerodynamics, and the versatility of a variety of transmission options, including the Allison 3000 Series automatic, says Greg Herdzina, sales manager for the UD Trucks brand at Chicago Mack of Summit, IL.

“The cab and interior are completely redesigned and the new cab interior has more legroom and a real upgrade in driver comfort. Also, the addition of the Allison 3000 transmission when combined with the high torque engine will open the doors to more vocational sales,” Herdzina notes.


Workhorse Custom Chassis, a Navistar company, this month will launch production of its W62 chassis powered with the GM Vortec 6.0-liter gasoline engine. The engine replaces the Vortec 8.1L gasoline engine and is “expected to deliver upwards of 20% better fuel economy than the previous engine,” says marketing manager Bill Walmsley.

According to Workhorse, the engine uses variable valve timing (VVT) that enables the powertrain to take advantage of late intake valve closing for greater efficiency.

“VVT allows a previously unattainable mix of low-rpm, even torque delivery over a broad range of engine speeds, and free-breathing high-rev horsepower,” Walmsley says. “The benefits are considerable. The cam phaser maximizes engine performance for given demands and conditions. At idle, the cam is moved to an advanced position, allowing exceptionally smooth idling.

“Under other operating demands,” he continues, “the phaser adjusts to deliver optimal valve timing for performance, drivability and fuel economy. At high rpm it might retard timing to maximize airflow through the engine and increase horsepower. At low rpm it advances timing to increase torque. Under a light load, it can retard timing at all engine speeds to improve fuel economy. It also provides another effective tool for controlling exhaust emissions because it manages valve overlap at optimum levels, and eliminates the need for an exhaust gas recirculation system.”

Workhorse mates the 6.0L powerplant to the Allison 1000 HS automatic transmission. The W62 chassis GVWRs range from 19,500 to 23,500 lbs. And later this year, the W62 will be offered with an EPA 2010-compliant International MaxxForce 7 diesel.

“Our 2010 W42 chassis is already in production with the new GM Vortec 4.8-liter gasoline engine, also with variable valve timing and extended maintenance intervals,” says Walmsley. “The 4.8-liter gas engine is now mated to the new GM Hydra-Matic 6L90 6-spd. automatic transmission, which replaces the previous 4-spd. 4L80E.”

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