Stemco expects TrailerTail to become industry norm

[kscarbel2]

Overdrive / March 27, 2015

Stemco’s recent acquisition of ATDynamics, which is known for its TrailerTail that streamlines air at the rear of box vans, has led to a major expansion of its sales force, said Stemco Vice President Bob Montgomery at the 2015 Mid-America Trucking Show in Louisville, Ky.

Montgomery also announced that Stemco has introduced a more durable hose for its tire inflation systems. The new replacement hoses are more rugged and performs better in high temperatures.

Testing has repeatedly shown that a TrailerTail and trailer skirts together can increase fuel efficiency by 9 percent to 11 percent, said Andrew Smith, who sold ATDynamics and is continuing to work with Stemco. “It is absolutely crazy to purchase or operate a long-haul trailer without skirts and tails on it,” he said.

Montgomery said Stemco has increased its sales force focused on the product from 12 to 84 because of its confidence that the product will continue to spread throughout the market.

Smith noted three other benefits of using a tail:

1. It reduces trailer sway, especially in windy conditions, which improves tire wear and safety. During rain, it reduces spray when vehicles are driving near the rear of a tractor-trailer.

2. The extended tail creates a “crumple zone” that discourages vehicles from following too closely.

3. Owner-operator fleets using TrailerTails have a recruiting advantage because of the fuel savings passed along to them. “Those owner-operators are starting to value that additional 2 cents per mile,” he said.

Smith said the range of TrailerTail models peaks at slightly below $2,000 for one tail, and return on investment is typically six to 18 months.

Smith and Montgomery said there are almost 40,000 TrailerTails in use with 500 customers. Many newer customers are opting for the second generation of AutoDeploy, which opens a closed tail when the truck reaches 35 mph, so that drivers do not thwart the system’s potential savings by leaving the tail shut.

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[mrsmackpaul]

I wonder at what speed it becomes cost effective if you only averaged 50 MPH gotta slow for towns hills ect would it be still worth while if you did 60 MPH is it worthwhile on most runs in Australia even though everyone goes like a cut cat you still need to be able to unload at the other end and driving quicker results in sitting for longer at the other end so perhaps if they just slowed down fuel econ would be better anyway

Paul

[Underdog]

I wonder at what speed it becomes cost effective if you only averaged 50 MPH gotta slow for towns hills ect would it be still worth while if you did 60 MPH is it worthwhile on most runs in Australia even though everyone goes like a cut cat you still need to be able to unload at the other end and driving quicker results in sitting for longer at the other end so perhaps if they just slowed down fuel econ would be better anyway

Paul

In spite of all the technology, the driver still is the #1 factor regarding fuel economy.

[kscarbel2]

In spite of all the technology, the driver still is the #1 factor regarding fuel economy.

You are 100% right. And that is why Scania is so focused on working with the drivers, schooling them on how to optimize fuel economy with the many technologies at their fingertips today.

[PeterMack]

A friend of mine worked at a company that had these, and the company encouraged drivers to tattle on the other drivers who did not have them deployed

going down the road. The only problem was that guys were forgetting they were out and would back into a spot at the truck stop, back to back with another

truck for example and crush them on the other truck. My friend figured if they were saving anything on fuel with these things they lost it all in repairs replacing

them constantly.

[41chevy]

I recall reading the similar aero package California requires (which include low rolling resistance tires) only starts beicoming effective over 63 mph and savings come in a 68 mph.

[mrsmackpaul]

In Australia back in the late seventys early eightys there was a series of tests run out here and the number one thing to change to improve MPG was the way the drivers drove number two was speed that trucks drove at not all these air deflectors or flashy things hanging off motors and I dont think much has changed

If you want better MPG slow down sit back enjoy the view take your time it only adds ten minutes to the day but the day is so much nicer

Paul

[Timmyb]

Paul, it makes me wonder... If the government lowered the speed limit instead of putting pollution control all over our trucks whether the outcome would be the same?

I know it would be an unpopular decision but with fuel economy becoming such a big deal, it is to me a logical decision.

[kscarbel2]

Stemco requests exemption from FMCSA

Land Line  /  June 10, 2016

The Federal Motor Carrier Safety Administration is requesting public comment on an application for exemption from Stemco regarding a regulation about the location of rear identification lamps and rear clearance lamps.

FMCSA regulations require rear identification lamps and rear clearance lamps to be located “as close as practicable to the top of the vehicle.”

Stemco is requesting for commercial motor vehicles equipped with the company’s TrailerTail aerodynamic device, which is mounted lower than currently allowed, to be exempt from the regulation.

While the TrailerTail aerodynamic device is currently mounted slightly below the roof of the vehicle, Stemco states that this offset prevents the device from delivering the maximum available fuel economy benefit as opposed to mounting it flush with the top of the vehicle, which may block the visibility of the rear identification lamps and rear clearance lamps.

Stemco argues that the alternative location will maintain a level of safety that is equivalent to or greater than what could be achieved without the exemption. In addition to the exemption request, Stemco is petitioning FMCSA to amend the current regulation.

The comment period is scheduled to end July 11.

Comments may be mailed to Docket Management Facility, U.S. Department of Transportation, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590-0001.