Isolated battery.
This idea, borrowed from motor homes, keeps one or more batteries dedicated to “house” power, using 12-volt DC lights and accessories, and the others strictly for engine cranking and chassis power. All batteries are charged by the engine-driven alternator as the truck goes down the road; the alternator must be strong enough for the extra work. A kit for an isolated battery circuit should cost a few hundred dollars.
Shorepower.
Available now as an option from several truck builders, shorepower works like it does in recreational vehicles: The driver plugs into an outside 110/120-volt AC power source that runs all on-board accessories and charges the truck’s batteries. Shorepower usually includes an inverter, which can be used when no plug-in is available. Total cost might be $2,500 to $3,000. For the moment, there are few AC outlets available for trucks, but if the folks at IdleAire have it right, there are lots more on the way. IdleAire systems provides heat, air conditioning, cable TV and Internet access along with AC power. The company says it has contracts to install its systems at hundreds of truckstops around the country.
Cab heaters.
Some burn very small amounts of diesel fuel and keep cabs and sleepers as warm as drivers can stand. Installation instructions stipulate venting to the outside, and the devices come with necessary ducting and thermostats for on/off operation. Some battery power is needed to run a circulating fan. A good heater from Espar or Webasto costs $1,000 to $1,500 and takes a few hours to install. However, there are alternatives.
Cab coolers.
These operate chemically or mechanically, cooling the sleeper area without running the main engine. “Phase-change” units have chemicals that chill or freeze at relatively high temperatures, which is done by blowing cold air from the truck’s A/C system across containers as the truck runs; air in the sleeper is blown across the containers while the truck is parked and the engine is off. Mechanical systems use battery or outside power to run motor-driven A/C compressors.
Auxiliary power units.
An APU has its own small diesel engine to run heating and air conditioning devices, and often an alternator to keep batteries charged, the engine warm and run electrical accessories. An APU costs $3,000 to $6,000, but can be moved from an old truck to a new one. It weighs 200 to 400 pounds, and is generally mounted along the frame where it’s easy to service, but can be damaged by collision and road debris.
Integrated power units.
The Willis APU is best installed at the truck factory so its systems can be combined with and, even replace, equipment like the alternator and starter. The product can be set up to warm fuel and pre-lube the engine before cranking. The basic Willis APU can be retrofitted for $7,900 list; Installation by factory or its modification center should be about $1,000 less, and the company expects this to begin soon.
Caterpillar Electronics’ MorElectric system must be installed at the truck factory. It replaces the engine-driven water pump and air compressor with electrically powered accessories, includes an APU, and will work with all truck engines, not just Cats. It is being field tested but won’t be ready for general retail sales until late 2005, so the company has not yet set a price.
Extra insulation.
Cabs and sleepers can be ordered with “premium” or “Arctic” insulating packages to fight off extreme temps outside and retain the heat or cool air that you’re paying to make. Ask exactly how the builder insulates the cab and to what “R” value - the same rating used for home insulation.
Drivers Are Key
You can spend many hours and dollars setting up trucks to attain good fuel economy, but that won’t matter if drivers don’t care. Their bad habits can negate almost every fuel saving effort, so you need to get them to strive to drive economically. Train drivers on proper techniques, and look into using an incentive program to reward them for saving fuel.
Offering to share dollar savings with drivers gives them a stake in the effort and greatly increases the likelihood they will act conscientiously. Most of them will like it because it amounts to a raise. Making it a contest can yield even better results. Some managers post fuel economy figures periodically, and drivers tend to cajole each other into getting better numbers. Some drivers have been known to actually buy fuel with their own money to qualify for cash bonuses that are higher than what they spent.
Economy figures can be captured from electronic engine controls and processed by your computer system. Or you can simply compare miles run with gallons of fuel burned. Truck and engine manufacturers have developed incentive programs that they will supply to you, usually for free. Many builders have driver trainers who will teach the techniques of economical driving to your people. And you can get materials - pamphlets, booklets, and audio and video tapes and CDs - to distribute to drivers, who can use them on trips to sharpen their skills. There’s a lot of help available from manufacturers and dealers if you ask for it.
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