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Fuels for fleets
Hybrid vehicles race ahead
By Tony Whitney
Just a few years ago, the term “alternative fuels” meant modifying the engine and substituting natural gas or propane for gasoline. There was talk of electric vehicles and most major automakers developed concepts, some of which ran quite well.
But today, it’s gasoline/electric hybrids that have taken the market by storm. The technology involves an alternative drive train though, rather than an alternative fuel.
While hybrids continue to proliferate, pure electric vehicles are hardly discussed any more. If any of the major automakers are still spending time and money on them, they’re not saying much about it.
The more outspoken analysts say electric vehicles are pretty well dead. During the 1990s, any auto show worth its name boasted a dozen or more electric cars, trucks and vans and there was a strong feeling that by the early 2000s, many of us would be happily buzzing about in electric cars.
General Motors even went as far as to launch a close-to-practical electric car—the EV-1—and lease it to selected customers, but the project has now been abandoned.
Low batteries
It was battery technology that killed the electric car. Despite endless research, conventional lead acid batteries left much to be desired when it came to power and endurance. Range was severely limited in cold weather and there were environmental problems associated with battery disposal.
Unless price, performance and range were comparable to traditional gasoline vehicles, automakers knew electric models wouldn’t sell. But there is still plenty of interest in hydrogen fuel cells.
Simply put, fuel cells combine hydrogen and oxygen without combustion to generate electricity. The only by-product of this process is water. Since hydrogen can be produced using solar power, or even windmills, the fuel could be the ultimate in environmental efficiency.
Vehicles powered by hydrogen could offer the best of all worlds—lots of power, long range, zero pollution and inexpensive running costs. Even so, practical, affordable fuel cell vehicles are still very much in the future.
GM rolled out a concept hydrogen fuel cell platform at the Detroit auto show earlier this year. The unveiling prompted us to ask the president of GM North America, Gary Cowger, a question that comes up whenever this type of powertrain is discussed: “How long will it be before we see fuel cell vehicles in the showrooms?” Cowger fell short of being evasive, but in common with many other industry leaders, was reluctant to come up with a model year.
Over the years, fuel cell manufacturers and automakers have forecast the arrival of fuel cell vehicles. It was once 1999 and then 2003, but hybrid models seem to have delayed the debut of these zero emission (on the road) vehicles.
“The real problem is lack of a hydrogen infrastructure,” says Cowger. We could ready a fuel cell vehicle for the market very quickly, but there would not be much point unless our customers can get fuel for it easily.”
Hybrid powertrains
Automakers are still waiting to ensure a hydrogen supply infrastructure can be successfully established. In the meantime, they’re concentrating on hybrid powertrains. GM’s policy, as confirmed by Cowger, is to focus on larger vehicles such as pickups and full-size SUVs.
Most automakers and fuel cell suppliers are talking of 2010 to 2012 as the likely time slot for production fuel cell vehicles, but so far, all earlier forecasts have proven baseless.
As far as infrastructure goes, a hydrogen filling station was recently opened at a Hyundai/Kia technical facility in California, though this can hardly be called a “public resource.” In Japan, Mazda has a hydrogen filling station at one of its research centres and plans for six such facilities as part of a pilot project in the US.
Several major auto manufacturers have invested substantially in fuel cell vehicle research and development and most of the major ones have formed partnerships with fuel cell specialists like Ballard Power Systems of Burnaby, BC.
But consumers looking for a vehicle they can identify with have been disappointed, although several automakers have fuel cell vehicles—from Ford Focus hatchbacks to transit buses—operating in experimental fleets.
Ford recently delivered five experimental fuel cell Focus models to a group of BC government and public utility groups. These vehicles—which perform well—will be used for “real world” fleet duty, so the step is a major one for the fuel cell.
What you can buy
Hydrogen vehicles continue to develop, but in the mean time, hybrid vehicles are multiplying at a rate even industry analysts couldn’t have predicted, and attracting interest from fleet managers, especially as gasoline prices rise. Hybrids represent a major step forward with regard to enhanced economy and reduced emissions.
This year will see the widest variety of gasoline/electric hybrid vehicles ever offered to the North American public. For 2005, you can buy anything from a compact Honda Insight sporty two-seater to a husky full-size Chevrolet Silverado pickup truck with a hybrid powertrain. In between, there are two sizes of sedan and several SUVs. In short, hybrids are now part of the automotive mainstream.
As most readers will know, hybrid powertrains have been used for many years in the railroad and heavy construction fields.
As a comparison with those early hybrid efforts, Toyota’s 2005 Prius hatchback has a 78-horsepower gasoline engine and 67-horsepower electric motor. The two power units work together in what Toyota calls “hybrid synergy drive” and electricity is also produced by regenerative braking in which power is stored when the brakes are applied.
The system enables the car to run on electric power, the gasoline engine or a combination of both, making the Prius a “true” hybrid. Honda uses a slightly different type of hybrid powertrain in which the gasoline engine runs continually with the electric motor contributing when the need for power arises.
One major problem associated with hybrids is price. Most of them cost upwards of $10,000 more than an equivalent gasoline vehicle, a sum that buys a lot of gas, even at $1 a litre. As production volumes rise (and they have been quite dramatically) these sticker prices may drop substantially, or at least stabilize.
The David Suzuki Foundation environmental group told us the gasoline/
electric hybrids play a worthwhile role until “pure” fuel cell vehicles arrive and represent a valid transitional phase. Dr. Suzuki himself drives a Toyota Prius hybrid.
Not all automakers believe hybrids are the best answer to increasing fuel economy and reducing emissions. German automaker BMW is so convinced of the viability of hydrogen as a fuel for conventional internal combustion engines that it’s into its fifth generation test sedan using that fuel.
In fact, BMW has made a serious commitment to the future of hydrogen as a vehicle fuel and is claiming that its small fleet of hydrogen-fueled sedans are the first such vehicles in series production in the world.
When running on hydrogen, the 750hL 12-cylinder engine develops 204 horsepower, tops 100 km/h in 9.6-seconds and is capable of a top speed of 226 km/h. The car’s 140-litre cryogenic hydrogen tank gives the fully-equipped luxury car a range of 350 km. The cars are “dual fuel” units capable of being run on gasoline when needed. And BMW says its hydrogen vehicles are just as safe as gasoline-fueled cars. Hydrogen is a clean, efficient fuel and can be produced in any desired quantity from water. Combustion in the engine results in nothing but water or steam emerging from the vehicle’s tailpipe.
At one time, much of the interest in alternative fuels concerned propane and natural gas conversions and many fleets have been happily using these fuels for years. Some of the gloss has come off these alternatives following the continuing upward spiral in the world price of natural gas, even though the fuel is widely produced in Canada.
Ford has long been a leader in the supply of natural gas and dual-fuel vehicles (other makers have been less active) and still offers passenger cars, light duty pickups and vans with natural gas, propane and ethanol-fueled engines, some with dual-fuel capability.
Even so, industry analysts believe that most development nowadays is focused on hybrids, with hydrogen fuel cell vehicles entering the market a few years from now. fm
Tony Whitney is a Vancouver-based automotive and technology journalist.
Weather warrior
Subaru Legacy GT offers peace of mind
By Tony Whitney; with files from Tim Dimopoulos
Subaru has come a long way from its humble beginnings and some of the automaker’s recent vehicles have been edging their way into the entry-level luxury or “premium” class.
Subaru is part of the huge Fuji Heavy Industries Ltd. group, formed after the Second World War from the remnants of aircraft manufacturers ordered to cease operations after the conflict. One of Subaru’s ancestors was Nakajima, which produced some fine military aircraft in its day.
The latest (2005) version of Subaru’s Legacy is a good example of just how far this manufacturer has come over the past few years. From a fairly modest low-key economy car, the Legacy has been transformed into a product that prompts mention of nameplates like BMW, Audi and Volvo when describing what it’s all about—especially the GT Limited sedan model we tested.
Legacy styling has improved enormously and the current model looks as good as anything in its class—either in sedan or wagon guise. The Legacy wagon consistently outsells its sedan sibling, but that situation may change as people warm to the styling of the 2005 sedan. The sedan’s looks are generally conservative, but the power of the GT is emphasized by a large functional hood scoop.
Getting into a legacy GT for the first time is usually a surprise for most drivers because the car is so fast and responsive. It almost prompts a glance at the logos to make sure it’s not a BMW 3-Series—and a high-end one at that. Subaru is very individualistic when it comes to engine design and persists with building horizontally-opposed units much like those still used by Porsche.
Anyone trying a Legacy GT will certainly come away wondering why other automakers don’t build boxer powerplants. As one staffer put it “it goes like stink.” The Legacy GT’s 4-cylinder boxer motor is a real all-aluminum jewel and is so light and compact, it can be lifted off the ground quite easily by a reasonably fit person (we’ve seen it done).
Of 2.5-litres displacement, it develops a stirring 250 horsepower, making it perhaps a rally car for the business user. The power comes on quickly and smoothly and turbo lag is all but absent. Thanks to the car’s all wheel drive, the power is delivered very safely to the road, even in the snowy Ontario weather we tested the car in.
Handling is outstandingly good in any weather - thanks to Subaru’s AWD expertise, which has to be among the best in the business. Like rival automaker Audi, Subaru has long been one of the only manufacturers in the industry to offer all wheel drive on every vehicle it sells.
Safety hasn’t been forgotten and the car comes with four-wheel anti-lock disc brakes with electronic brake-force distribution that applies safe braking power in an emergency far more efficiently than any driver could manage. In addition to the usual front air bags, there are front side air bags and full-length curtain units. Perhaps surprisingly, there is no traction control or stability control system available. Maybe Subaru believes its AWD takes care of that.
The interior of the Legacy GT is a big step from anything this manufacturer has achieved in the past. It combines luxury and comfort with excellent ergonomics and the leather trim our tester came with was of very high quality. We liked the electroluminescent gauges and the shape of the front sport seats.
One welcome touch is a leather-wrapped Italian Momo steering wheel of the type some of us used to spend hundreds of dollars on.
Our test GT Limited came with a very large sunroof which would provide much enjoyment for summer motoring. The “Limited” designation, incidentally, means that the car comes with just about every possible option. Rear seating room is perhaps a weak point and there are rivals in this class with more space.
Overall, though, it’s light, fast, nimble and great fun to drive. Subaru has a solid reputation for reliability and the AWD system can bring a fleet manager a lot of peace of mind during winter months in most parts of Canada. fm
Tony Whitney is a Vancouver-based automotive and technology journalist.
Hauling the load
New heavy-duty trucks handle the demand
By Howard Elmer
In the heavy truck market, the equipment required for a good fleet can be complex. Thankfully, the manufacturers never stop trying to develop better and more efficient equipment to get the job done. What follows is a look at what’s new from some of those OEMs for 2005.
International
Diesel engines and Navistar are the two well known components of the International brand. This year, they’ve brought to market a new family of pickup trucks, unlike anything found on the road today.
At five-ton plus and 22 feet long, this commercial pickup truck (called the RXT) features a crew cab configuration and a VT 365 diesel V8 engine with 230 horsepower and 540 lb ft of torque. It stands eight feet tall, has an eight-foot bed and commercial hydraulic brakes. Its exterior design offers full-body side skirts, a low step-in height, aerodynamic hood and an overall stylish design. The cab seats five and should be comfortable as it features air cab suspension.
But this is just one of three trucks that International intends to show. The next one will be the MXT; a commercial pre-production prototype. It will have the same distinctive International grill and the same crew cab as all of the XT Family, but with an aggressive design of headlights integrated into the front fenders, rough terrain tires, low step-in height and 4 x 4 capabilities. The first of these trucks will hit Canadian dealers sometime this fall.
GM
GM’s return to the medium-duty truck market has been gaining momentum over the past three years, but for 2005 they have moved to plug an obvious hole; the lack of a four-wheel drive option. “The GM-installed four-wheel-drive option is something commercial customers and dealers have been asking for,” said Elliott Benson, product manager for the Kodiak and TopKick C4500 and C5500 models.
“This response should exceed customer expectations across a wide range of industries, including forestry, snow plowing, landscaping, agriculture, tree trimming, utility work, and more. These new models will also meet the needs of retail buyers who demand four-wheel drive.”
Four-wheel drive Kodiak and TopKick models are available in a variety of wheelbases – ranging from 152 inches (386 cm) to 235 inches (597 cm), in both regular cab and crew cab configurations. Clean back-of-cab frame rails mean these trucks can be upfitted for a wide variety of vocations. These trucks are powered by either the standard Vortec 8100MD V8 gasoline engine or the available Duramax 6600 V8 Turbo Diesel. Both powertrains are mated to the proven Allison 1000 Series five-speed automatic transmission.
A two-speed transfer case (New Venture) is operated by an instrument panel-mounted rotary selector switch for 4L, 4H and 2H drive settings. Manually activated front locking hubs are also available for additional traction, along with a heavy-duty off-road skid plate to protect the transfer case.
Sterling
Sterling has announced it will offer the Mercedes-Benz MBE 4000 engine with a rear engine power takeoff (REPTO) option. This rear-mounted PTO will allow customers to spec a longer wheelbase chassis and improve weight distribution.
Already available on the Sterling Acterra, the Cummins ISC engine is now an option on Sterling’s popular L-line trucks. Fully compliant to EPA 2004 standards, the ISC’s advantages over previous generations of Cummins engines include improved reliability, reduced downtime, and oil change intervals, and a long life-to-overhaul, according to Sterling.
It’s also offering the Hendrickson’s Composilite ST 13,500 pound steerable pusher axle on the L-line and Acterra. Popular in the mixer market, (because it saves weight) the axle uses a lightweight composite tie rod, zero torsion bushings, and features a 28-degree wheel cut for better maneuverability. Plus, in-line air springs provide additional free clearance in the vehicle undercarriage; both inside and outside the frame rails.
Freightliner
Freightliner has unveiled two new noise abatement packages for its medium-duty and business class trucks. The packages will also be available in the Freightliner Columbia day cab and SleeperCab configurations. The key ingredient in the system is foam, which is spaced away from the firewall, engine tunnel and floor. This minimizes vibrations and blocks noise, according to Freighliner. The package is said to reduce interior cab noise by three decibels, or 50 per cent, over standard noise levels.
But Freightliner isn’t just focusing on the new models. “Due to strong market demand, we are increasing production of the FLD SD to keep up with our customers’ requests for this dependable and durable vehicle,” said Mark Lampert, senior vice president of sales and marketing with Freightliner Trucks, at the recent Mid-America Trucking Show. This should be welcome news to customers who have waited on long backorders for new trucks.
Built for a variety of severe-duty and construction applications, the FLD SD was introduced in 1990 and given a series of enhancements over the past two years. These included an upgraded chassis, improved maneuverability and noise reduction.
Hino
Hino, best known for its cabover straight trucks, has decided to introduce a new line of conventional-style trucks that are just as maneuverable as their current product, Hino reports.
The trucks will have a broad windshield and sloping hood to offer good driver sightlines, and a wide range of applications with clean back-of-cab frame rails for upfitters. There will be six models with chassis weights ranging from 14,050 to 33,000 pounds GVW. Power will come from Hino’s J-Series four and/or six-cylinder diesel engines. Available transmissions include an Eaton (six-speed ultrashift) and Allison (five-speed automatic). Hino, owned by Toyota Motor Corp., currently builds and exports trucks from Japan to North America. But these new conventional-style medium-duty trucks will be built at a factory in Long Beach, Calif. The first of these trucks will be here later this year.
Mack
Mack is adding a twist to its popular Granite models. An axle-back feature will give customers an additional option to maximize their productivity, says the company; particularly in Canada where the laws governing roadway use are such that having the front axle set-back makes it possible to legally carry more payload. This axle-back position also means a shorter overall wheelbase, which in turn makes it easier to maneuver around tight job sites.
Peterbilt
Just in time for peaking fuel prices, Peterbilt is introducing a new aerodynamic highway tractor—the 386. Every element of the Model 386 was designed to maximize its aero efficiencies, according to Peterbilt. The truck has a contoured sunvisor, side chassis fairings, dramatically-sloped hood, integrated headlamps, swept-back fender design and a form-fitted bumper. Peterbilt chief engineer, Craig Brewster, says this design results in an approximate three-tenths a mile per gallon increase in fuel economy.
The chassis also has a lower mounted radiator and a new front axle position. This allowed for a dramatically-sloped hood, while the repositioned front axle improves the weight distribution. The shorter wheelbase (when combined with the 50 degree wheel cut) has also reduced the wall-to-wall turning radius by approximately 12 inches.
Volvo
Volvo has announced that its VN highway tractor, in use throughout North America, will be available later this year with the new 16L Volvo D16 engine.
The D16 will be available in several Volvo models including: the VNL Daycab; VNL 430, VNL 630, VNL 670 and VNL 780 sleeper cab tractors. It will start taking orders in June, with production beginning in late August.
The D16 is also available in the Volvo VT 880 (aimed at owner-operators), introduced in early February 2005. The D16 is cast and machined at Volvo’s foundry and engine plant in Skövde, Sweden, and assembled in Hagerstown, Md.
Ford
The 2005 Super Duty truck series was re-designed this year to deliver more options, load capacity and powertrain options. A first in this class, an integrated brake controller has been added to the Super Duty line under the name of the TowCommand System. This new combination of standard features should make towing easier.
Ford has also added a new coil spring monobeam front suspension and improved the steering and maneuverability in the 4 x 4 pickups. Design changes overall were minimal in this new generation of truck with the exception of the new 18-and 20-inch wheels and a more refined interior, much of which was taken from the new F150 introduced last year.
For 2005, both the payload capacity and tow rating have increased. An F-350 is now capable of towing a class-leading 17,000 pounds. fm
Howard Elmer is a powersports writer and editor based in Brampton, Ontario.
Accountant on a card
The new fleet cards are information-rich tools
Unfortunately, a fleet card can’t personally handle your taxes. But today’s fleet card has become increasingly advanced, growing into an accounting tool that more and more fleet managers depend on.
Today, many fleet cards allow companies to select exactly how they want to see transactional data, in a file format that can be easily downloaded and transferred into accounting systems. Depending on the fleet card, companies have the option to filter and sort purchasing data so the output file is specific to their accounting requirements.
For example, a company can view data by date range, card number, billing date, posting and product category. They can also review tax detail, summary of transactions, place of purchase or volume detail.
One leading Canadian fleet card provider has reported a 14 per cent increase in file downloads during the last three months of 2004. Demand for detailed purchasing information is growing quickly.
Increasing trend
In the past, it was the larger, more sophisticated companies taking advantage of fleet card features. With numerous accounts and detailed reporting needs, these companies require very specific purchasing information. Up until recently, small to mid-size companies didn’t take full advantage of fleet card capabilities, such as file downloads.
But increasingly, smaller companies are realizing they can benefit by using their fleet cards to organize their accounting. Like their larger counterparts, smaller companies are able to increase efficiency, capability and lower the cost associated with financial administration.
Whatever their size, companies can reduce costs and increase efficiency by accessing the full potential of their fleet card. Fleet card providers often list information about their services directly on their web site or can provide assistance through their customer service number. Typically, it’s easy to align data for accounting and may simply require a company to have e-mail or online access. fm
—Information supplied courtesy of Petro-Canada.
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