Specs For Drivers
Driver-friendly details go from hood to seat
TOM BERG
EQUIPMENT EDITOR
There's something to be said for a recession, when jobs are scarce, applicants plentiful and everyone's grateful for a steady paycheck. Drivers stay around longer and don't complain as much about the equipment. Then again, it still makes good business sense to keep drivers happy, because they help you survive in tough times. Respect for your drivers, good pay and benefits, humane dispatching and nice equipment all help. For this article, we'll concentrate on the type of truck that will keep your drivers content.
Drivers tend to like the truck that brings the most money at trade-in time, even if it costs more up front. If you've been in the business more than a few months, you know that most drivers like new or late-model equipment that's reliable, powerful and comfortable. Here are some areas to consider:
• Make and model -- Drivers like style. That usually means a sharp-looking conventional with lots of chrome and bright metal trim. Many drivers prefer the "large car" or "big ride" -- the traditionally styled high-nose, long-hood conventional -- and these historically are also preferred by most second owners. Some drivers have nameplate preferences, which you may or may not be able to accommodate.
Aerodynamic conventionals are increasingly accepted by drivers for their more modern lines, better outward visibility (in most cases) and nimble maneuverability. Drivers also understand that an aero model usually delivers the best possible fuel economy. A few drivers might even like a cabover, because it's easy to maneuver and often has superior visibility.
• Power -- Adequate power for an over-the-road tractor generally means 430 or more horses. A 475 is enough to briskly climb most steep grades and will still get good fuel economy if driven right; 500 hp or more is probably excessive in these days of rising fuel prices. A good compromise is a "multi" model that boosts power and torque on upgrades and automatically cuts back for cruising. Of course most electronic controls can be "flashed" to uprate the engine, and that adds value when the truck's being sold or traded in.
If it's a regional tractor or dump truck, an 11- or 12-liter diesel is OK if it's got around 400 horses. Mixer fleets tend to run even smaller engines, and drivers understand the need for light weight. An engine retarder or an exhaust brake will make the driver feel secure on downgrades, and in fact, he will be safer. You should see paybacks in reduced brake wear and better resale.
How about the post-Oct. 1 diesels with exhaust-gas recirculation? You may have opinions, but most drivers probably won't care about EGR as long as the engine's reliable and powerful. They'll certainly like the better response from the variable-geometry turbochargers that many systems use.
• Transmissions -- The "best" transmission varies with the application. For OTR, 10-speeds have been popular among fleets, but most drivers love 13- or 18-speed gearboxes. Automated mechanical transmissions that shift themselves make some folks happy, but not those drivers who like to "control" things. Automatic trannies seem to be the future, with builders claiming they are growing in popularity.
Those who drive construction and roll-off trucks tend to favor 8- or 9-speed "low-low" transmissions. Allison automatics are beginning to find favor among buyers of dump and concrete mixer trucks, and are a must in trash-collection trucks and others that make many stops. Allisons are a no-brainer in medium-duty trucks where drivers have other things to think about -- like heavy traffic and multiple deliveries.
• Air-ride -- Air suspension with a dump valve on drive axles have been standard for years on OTR tractors. Air-ride cabs and sleepers are now common as well. Air-ride tandems are getting popular in certain construction trucks in some markets, while more compliant mechanical (spring-and-rod) suspensions are available from some builders. Owners find equipment takes less battering with compliant suspensions, whether air or mechanical.
• Living room -- OTR tractors should get the biggest sleeper compartments possible, within the weight, length and economic limits of each fleet. Stand-up room and lots of storage are as important as length. Removable sleepers are valuable when there's a glut of used sleeper-cab tractors on the market, because good non-sleeper tractors are always in demand.
• Appliances -- Hookups for TVs, refrigerators, microwave ovens and other home-like accessories add appeal to a sleeper. Consider an industrial-grade inverter to power those appliances. Drivers nowadays tend to carry these from one truck to the other, so quick-hookup hardware is in order.
While we're at it, you might want to spec battery protection devices, or pop for an auxiliary power unit. With cold weather upon us, have you considered diesel-fueled, direct-fired sleeper heaters to avoid idling of the main engine?
• Interior trim -- Each builder offers three or four interior trim levels, and the upper levels make drivers feel pampered. Colors these days tend toward neutral tans and grays, and if you pick a more specific hue, better check with drivers to see if they care (a survey some years ago showed that hardly anybody likes a green interior, but some folks may feel the same way about red, blue or any other color).
What about cup holders, storage pockets and waste bins in the cab? Not all are convenient or large enough to hold all the paperwork and other stuff that's part of drivers' working lives. Eyeball the cab interior of any truck you're thinking of ordering. Take it for a long a ride to get a feel for it. Better yet, ask the folks who'll drive it what they think.
• Seats and sounds -- Nothing in the truck gets closer to a driver than the seat. Seat coverings must be comfortable (i.e., non-sweat inducing) and wear well, too. Recent surveys have shown that drivers complain a lot about seat comfort (or lack there of), and it's often because they don't understand how to properly adjust today's complex furniture. If a driver complains, you might demonstrate how to fully adjust the back, bolsters and other functions.
The seat's adjustability affects how well drivers can position themselves to the steering wheel and pedals. Steering wheels and/or columns these days are usually adjustable, and a few truck models now have adjustable pedals.
Drivers have always liked quality sound, and in the '90s became big fans of full-blown audio systems with amplifiers, multiple speakers and other equipment. Satellite radio tuners are becoming more popular as drivers and their bosses look for additional sources of entertainment and information. Of course, the CB is still important, and all trucks come with electrical hookups and sometimes antennas.
• Chrome and lights -- Most drivers like dual-chromed exhaust stacks, prominently mounted on the cab behind the doors. They also prefer other bright metal trim, including bumpers, sun visors over the windshields and polished aluminum wheels. They now expect heated and motorized mirrors and appreciate a full gauge package and switches for extra marker and driving lights.
Extra lamps can light up the rig -- and a driver's personality. If you buy them, be sure your alternators can carry the extra load and that they're hooked up properly on their own circuits. Do not cut into existing wiring because with today's complex circuitry this can create complications, including wide-ranging malfunctions and fires.
• Safety -- Safety equipment on board tells drivers you care about them. It also helps avoid costly wrecks and mishaps. Anti-lock braking systems are standard, of course, and you can add automatic traction control, which can eliminate mechanically locking differentials. Collision-avoidance systems sound warnings against objects looming ahead or to the side. You can order a lights-on-with-wipers feature from some builders, which allows drivers to see as well as be seen in rain.
Some drivers may have more ideas than we've listed, or they may see some here that they deem not important. But you'll never know unless you ask them. Pick their brains, then make up your spec'ing list
