April 11, 2024 • 17 mins
Join Adam Bajric, Account Manager at Rush Truck Centres of Canada, as he unveils the intricacies of spec'ing heavy haul tractors, dump trucks, and roll-offs for your operations. From engines to transmissions, suspensions to frames, and interior trim choices, Adam shares his wealth of expertise and essential tips to ensure optimal performance. Tune in to discover the recommended options to keep in mind that can elevate your fleet's efficiency and productivity.
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Episode Transcript
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Jason Cuddy (00:05):
Hello and welcome to another episode of the
Transportation Exchange podcastpresented by Rush Truck Centres
of Canada.
I'm your host, Jason Cuddy, andon today's episode we welcome
back Adam Bajric, who's accountmanager here at Rush.
Adam, welcome back to thepodcast.
Adam Bajric (00:17):
Thanks for having me.
Jason Cuddy (00:18):
So we had John before talking about, you know,
heavy haul application and justkind of an overview of what we
have product wise.
And today I thought we dig intoa little bit deeper, kind of
application by application whichtruck, what model, what specs
and features?
You know, to help kind ofpeople walk through how do I
spec it?
What's changed?
What are some trends we've seen?
So you know, I thought we'dstart off kind of right off the
bat with a tractor, heavy haultractor.
(00:39):
If I'm looking to get into thisworld, what am I looking at?
You know, powertrain will startthere.
Adam Bajric (00:43):
Yeah.
So I mean for the heavy haulside of things, for Navistar,
we'd start with the HX chassis.
So, be it 620 or 520, if you'relooking for a shorter turning
wheelbase or a longer turningwheelbase, getting more weight
on the axle and getting yourselfin compliance with SPF Gotcha,
so we'd start off with the HXchassis as the bare bones and
(01:03):
then we'd throw in, basically, aCummins X15 powertrain.
Usually we run the performanceseries on heavy hauls.
Guys like it.
That you can, you know, playwith it.
You can bump up horsepower inthe long run, you can tune it a
little bit more compared to theproductivity or the economy
style classes.
With that being said, on theperformance series, guys usually
run in the 565 horse, 1850 footpounds of torque.
(01:26):
You can bump it to a 2050 footpounds or you can go even up to
the 605 if you really want thatbig boy power.
And then we usually pair itwith an automatic transmission.
The stigmatism, you know, ofkeeping the manual and the big
shifters and whatnot.
Yeah, there's still some guysthat want them.
But, as you know, findingdrivers is getting harder and
(01:46):
harder and we find that there'sa big transition to the
automatic stages.
So, with that being saidanything, that's usually if you
have a gross combination weightof, you know, under 140,000
pounds or up to, I should say Iguess, 140,000 pounds, you can
run an Allison transmission, sixspeed.
You don't tons of pulling power, anything over that we'd have
to switch, usually over to anEaton Endurant XD.
(02:08):
Gotcha, they just released thepro last year or this year I
should say.
Awesome transmission, lots offeatures and functionalities.
Now a lot of guys like the 18speeds over the six speeds.
They find like they're gettingbetter fuel mileage on them.
Whether or not which one's true, it's more driver preference.
Both are great.
The new Endurant XD actuallyhas a school thing with you
(02:30):
remember, with your manuals,even in a car you can kind of
roll it out of a snow bank.
Yes, well, they got this thingcalled the rock free switch now,
which gives it the same kind ofprogramming and feel to rock
yourself out of a whole truckstock.
Jason Cuddy (02:41):
Nice, yeah, so I guess.
So we've got that, we've gotsome power train going, we got
transmission.
What are we pairing that to asfar as the axles?
Adam Bajric (02:47):
Yeah, so the axle wise I mean Navistar offers Dana
and Meritor axles.
The most common one is Meritorand the reason behind it is is
back in the day there was theseaxles called Rockwells, and
Rockwell actually got perchedout by Meritor and they're known
for the big round diff cover onit.
Guys love them, they'rereliable and whatnot.
(03:07):
Usually for heavy haul tractorswe're going anywhere from a 16
to a 20,000 pound front axle and46,000 pound rear for
suspension.
Most guys now are going withair suspension just for a more
comfortable ride.
You know auto leveling and soforth.
We carry the Primax bags.
They're an awesome off road bag, really reliable.
But you still got some guysthat want mechanical and we will
(03:30):
join them with mechanical.
Jason Cuddy (03:32):
but I've never really seen anyone not like
airbags once they go that way,gotcha, and so we've got all
that and obviously a lot ofconcern when you're calling that
much weight is, you know, theframe capacity kind of frame
ticket?
You know what are the differentoptions?
I know there's double andsingle.
What do you see?
Adam Bajric (03:46):
So Navistar's done a great job now with basically I
mean both both frame optionsare available.
There used to be a lot ofsingle frame can't hold it.
Our new single frames arecapable of 3.5 million RPM,
which is overkill, as is.
We're running them primarily inthe dump truck application,
which we'll talk more aboutlater, and the heavy haul family
(04:06):
.
You'll see guys that arehauling the big, you know
oversized, overweight permitloads.
They're double framing it.
Jason Cuddy (04:12):
Gotcha.
Adam Bajric (04:12):
The only downside about the double frames.
I mean, yes, they go up to 4.5million RPM, but you have, you
know, the Canadian winter salt,because splitting in the long
run, so what you want longevityout of, I mean, you know, if you
take care of your stuff, yeah,it's gonna last a long time, but
you know you got to take thatinto consideration.
Jason Cuddy (04:29):
Fair.
So we've got kind of theunderpinnings go in.
Obviously, the HX model had arefresh recently.
What's kind of new and improvedinside for the drivers?
Adam Bajric (04:38):
So the HX cab got a full redesign.
So we're talking now.
We took an LT cab but justbeefed it up so you got kind of
like the style of car doorswhere there's no clickety clank
anymore.
You've got the new diamondelite interior, which is
fantastic.
It's got, you know, leatherstitched seats he didn't cool
seat options, swivels If you gota sleeper.
You know leather wrapped wheels, a lot of creature comforts
(05:02):
that guys are wanting.
So you know.
And then on the outside we'vecome.
You know twin air cleaners,dual stacks, single stacks.
You know you got chromesunshades, big chrome Texas
style bumpers, lots of littlecreature comforts in that sense.
And then also you know you gotyour standard Alcoa Derb right
that everyone loves and a lot ofother.
You know little key things,keyless entry and so forth.
Jason Cuddy (05:24):
Nice.
And a neat feature, at leastthrough Navistar, is you know we
can put most of that stuff infrom the factory but there is
also the ability to add morestuff after the factory, before
it gets to the dealership.
Adam Bajric (05:34):
Yeah, so we got this thing called TSE, which is
a truck specialty center, andit's basically literally the
building next door to Navistar'sthe factory line, and you can
basically put in specialrequests.
So you know steerable liftaxles, fixed lift axles for the
heavy haul guys.
You know half round fenders,full round fenders.
You want a 72 inch aeroslidefor the guys that really got to
(05:55):
get the weight up front.
You know you want to put ahydraulic tank, split tanks,
lights, beacons, headache racks,and you can use suppliers, even
that are in Ontario.
They'll ship down to there.
Navistar is a great job of youknow hiring them or you know
subbing them out and bring themdown.
So there's a lot of things tokind of free up our shops up
here and get the truck over toyou faster.
Jason Cuddy (06:15):
Nice and so okay.
So I've got a tractor built.
You know what do I need to putin the back of it?
It is dependent on what I'mhauling, like whether it's a
float or a live bottom like.
What are the nuances anddifferences that we need to
consider there?
Adam Bajric (06:27):
So if you're doing into like float tractors, live
bottoms and dumps, a lot ofthose require wetline kits you
know for us at Rush we usemultiple suppliers, we use gear
power over in Mississauga, weuse drive tech out in the East
End.
There's guys up north as well.
If you're doing you know, livebottoms, you usually need like a
(06:47):
combination wetline kit.
If you're doing just you knowfloats, you need only like a
single stage.
So there's a lot of optionslike that.
Then you got guys that needmore flow, less flow, bigger
hydraulic tanks, lesserhydraulic tanks.
Some guys need extra switches.
So you know, if you're in theheavy haul world, you got this
fourth axle, you want that on aswitch.
The heavy haul world is alittle different than your live
(07:08):
bottoms and your end dumps,where they're not exactly spiff
compliance because everything ispermitted.
So you know you're allowed tohave switches and cabs on on
your float tractors, not foraggregate, not for live bottoms.
It's a different world and alot of people get that kind of
confused and say yeah, I canhave switches or no, I can't.
So there's a lot of littlethings there that you can play
(07:28):
with, but that would be the keyfeatures of making it work.
Jason Cuddy (07:32):
Nice, okay, so I've got that under control.
So say, now I'm looking at the,the dump truck world we'd be
talking about briefly maybelet's kind of do something,
let's walk through.
Okay, I want to.
I want to get myself, you know,a new jump tuck and working out
what.
What am I looking at there frommodel engine transmission?
Adam Bajric (07:45):
Yeah.
So the most common for our dumptruck line is the HX620.
It's a setback axle which guyslove because dump trucks are in
the city a lot.
They want a tighter turningradius.
Standard wheelbase on those isa 256 inch wheelbase.
You know we're running a 20 or20 and a half foot dump body.
We're running a spiff 23,.
You know you're running a20,000 pounds steer axle on it.
(08:06):
We usually pair it with a 425tire Inside.
Most of the guys want the fullyloaded interior.
You know, because, again,drivers are in this truck all
day, every day.
So you know diamond eliteinterior.
You know twin air cleaners,twin stacks, all done up and
whatnot.
Now, if you're doing, you knowthe lot of the dump truck guys
are into paving and whatnot, sothey need to put the pintle hook
(08:28):
on the back to pull, you know,a tag along or whatnot, or even
a pony pup setup there's.
There's a lot of options therethat you can play with, but
that's kind of like.
You know our standard spec Interms of engine wise.
We run a productivity series forthat application, usually 500
horse.
Some guys really think that youknow pulling pups and what they
should be at 565, but we'vereally seen had great success
(08:50):
with the 51850 productivityseries great fuel mileage, great
pulling power, and most guyssay they burn the tires off
anyways with that kind ofhorsepower.
So it's been a great success.
And then transmission, ninetimes at 10 guys pairing it now
with the 4500 series, allisonyes, if you're a long hauler
like on Sorry, like aggregatehauler pulling a pup, some guys
(09:12):
prefer to go the 18 speed, butboth will do it because you're
at that 140 or under, like wewere talking before on the heavy
haul side, right Suspension,most guys again, now we're kind
of transferring over to the airsuspension, to we're running
Primax bags.
There is some mechanical guysand I mean, for reasons, if
(09:32):
you're, if you're a big likecondo excavation guy, a lot of
guys like to run the HMX.
Suspension tends to give alittle bit better grip coming
out of the hole and any rough,rough terrain and whatnot Catch.
So it helps out a lot too, youknow.
Then the other thing we cantalk about, as well as more, so
you know, for running asteerable lift axle or a twin
(09:56):
steer, and again it worksdepending on what the
application is Both of them.
There's not one that's betterthan the other.
It both serves differentapplications, right.
Jason Cuddy (10:05):
No, it's fair.
Yeah, and then I guess it'syour wise.
Similar to what was on the daycab, as far as you know, fit
feature and options available.
Right.
Yeah, same same product lineand just comes down user
preference for the most part.
Adam Bajric (10:16):
Yeah.
Jason Cuddy (10:17):
Excellent, and then so from a body point of view,
obviously that is applicationspecific as well, right, so, I
need to know what am I hauling?
What were we?
Steel versus aluminum?
What's?
What's the sweet spot of those?
Adam Bajric (10:27):
Yeah.
So you know if you're anaggregate hauler, you know
you're a ton miler, as they callit.
You're usually running analuminum body.
You know we sell at rush theCobra lineup and we have both
the air wall and post and panelSummer for looks.
Some of you save a little bitof weight.
They're both great.
They're awesome for getting thevolume on your truck.
Now if you're hauling, you knowrubble, dirt, a mix of
(10:50):
everything.
Guys tend to go to the steelbodies.
We now carry the Bullrocklineup which has been awesome.
A lot of guys tend to go in thecity.
They call it GTA spec.
Yep, they run a 46 inch wall atthe 48 inch tailgate.
It's kind of like the perfectmedium for all around for dirt,
asphalt, all that kind of funstuff.
Jason Cuddy (11:09):
All right, cool.
And I guess another applicationthat maybe we see a bit more of
like because it has a bit moreversatility but isn't maybe a
common one, is, you know, likethe roll off hook lift setup and
that I guess gives us a mix ofopportunities for product line,
kind of what do you see?
Guys are going to that world.
Adam Bajric (11:25):
Yeah, so you're, we're still running like,
depending on what you're doingon the, on the big side, we're
still running HX's, and then itvaries from if you're doing tri
axle, tandem or single axles.
Right Right now, you know samething for, like the dump truck,
I'm kind of running the samekind of spec in terms of engine
power chain and suspension, foryou know roll offs.
(11:47):
Now, if you're going intotandems and singles, it's just
basically.
It's now comes down to motorand wheelbase transmission on
the MVs and HVs that we offer.
Hvs were usually running intandem spec and then MVs were
running in single, single axlesconfigurations.
But usually on the HVs you caneither run well, now it's trans
(12:08):
transitioning, but we had the826 and the HV 613.
Jason Cuddy (12:11):
Right.
Adam Bajric (12:12):
And now it's switching over to the S13, which
is going to be really excitingto see out on the road shortly.
There's also the ability to runthe Cummins L9 and the HV 607,
which has been a truly wellbuilt engine.
Lots of guys have them on theroad and on the MV you can go
from the V6, 7 Cummins or the L9as well.
You can really make some bighorsepower on it.
In terms of transmissions, onthose two units most guys are
(12:35):
running a 3000 RDS.
It gives you live PTOcapabilities, which is awesome.
For those that don't know, it'sbasically you know.
It allows you to back up whileyour trucks and gear to get
under that bin, which for mostbin guys that are getting into
the business, they go.
Well, I don't need to rollunder your truck.
Well, if you're working onsomebody's really high end
driveway and you know you drag abin by accident, stuff one up.
(12:56):
you're going to be paying a bigprice to repair it, so better to
have that kind of capability.
You know the PTO provision forand being able to roll under the
truck Gotcha.
You know, and then, if we'recomparing between roll off and
hook lift, there's a lot of, youknow, question on what should I
do?
Should I do a hook lift?
Should I do a roll off?
Because both are in the binbusiness.
(13:16):
Some guys you know you stillseeing running around with the
common rail system, you knowfrom John and Sons or Capital.
And then you have other guysthat are transitioning to, like
the Atlas Polar.
You know, high up hook lifts,right, both have a purpose.
If you're in the bin businessand you're running anything from
basically a five yard up to a50 yard bin, you can basically
make a triaxle, do all thosebins together, gotcha.
(13:38):
But if you're not in the binbusiness and or sorry, if you're
, yeah.
If you're not in the binbusiness and you're just, you
know, looking for a great system, the hook lifts is nice.
The only downside of, I'd say,the hook lift versus the roll
off is that you're limited tobend lengths.
So your truck's going to beused to only carrying.
You know, if you're, we'll usetri-axles for comparison
(13:59):
speaking, but comparable, sorry.
You're only going to be runninglike a 20 and a 40 yard bend on
a tri-axle setup.
You can't go into the five or10 yards that your standard roll
off would be Gotcha.
But on the plus side you canparallel park your bends.
You can do a lot of easy pickupsand stuff where it's handy.
So it really depends on whatyou're doing.
I sell a lot of hook lifts toguys that are in the excavation
(14:21):
demolition game because they'reallowed hook lifts.
Which is funny is this roll offis not allowed into the, into a
lot of dump sites for dirtbecause the way they're shaking
the bends out they don't get aproper dump angle.
Guys got to come out, open theswing doors and all that With
all.
As the hook lifts you can gointo dump sites, which usually
pisses off the roll off guyswhen they get turned back.
Jason Cuddy (14:42):
So yeah, no, fair yeah.
So it really comes down toapplication specific and what
you're trying to do and realunderstanding the market.
You're playing in and thenfairing out the sweet spot with
regards to that.
Yeah, so, from product-wide,you mentioned a couple like who,
who are the kind of thecompanies that offer kind of
both options that we play with?
Adam Bajric (14:59):
In the GTA or Ontario.
The biggest guys for roll offsyou know as John and Sons
they're over in Oakville.
You've got Capital as well.
That's in that side of town OnTrucks is out west.
There's a few other smallerguys that are getting into it
now.
For the most popular hook liftsin the city, you got Atlas
Polar, you got Palfinger, you'vegot the Swap Loader by Drive
(15:19):
Products as well, and there's acouple other guys that are also
entering the game.
But those are kind of like thebig, big names that you see
rolling around everywhere,gotcha.
Jason Cuddy (15:27):
What I find is when you get into application, you
know, especially when we'respec'ing the truck, it's nice to
pull those guys in right andhave them talk with their
customer and say, okay, what'syour application?
Because they, you know they'llsee current trends, they'll have
a different model line that'scome out right, and and then
they'll help you spec the truckout too.
Right, make sure you've got theright wheel base, make sure the
axle ratings are, and they'lldo the whole weight analysis for
you, right.
So make sure that.
Okay, if you want to run acertain yard bin in this
application, you know, maybe wegot to move from tridem to a
(15:48):
tandem or whatever it is you'retrying to do or you know, find
that sweet spot, so it is niceyou can pull them in and have
them do that part of it as well.
No, absolutely.
Adam Bajric (15:54):
And one of the one of the nice things too.
I tell guys all the time whenspeccing trucks is, they go.
How do you know like whichone's better?
If I'm going to hook lift, youknow, is it better for me to go
Atlas Polar or Swap Loader orPalfinger, and I go always.
Guys, the best thing to do eventhough there might be one brand
that outdoes the other, thebest thing is just to find out
what supports you the best.
If you're out West andBrantford, you're probably
(16:15):
better to deal with the FRFRight.
If you're out in the East Endand you're close to Atlas Polar,
they're probably the best guybecause they're around the
corner from you.
Jason Cuddy (16:21):
They break yeah you need support, you need support
right, and that's the thing ishaving a good support network
with the vendors that we use andthe products we support, plus
with Navistar directly as well.
So good point.
Well, hey, look, thanks forcoming in kind of doing a
walkthrough of the differentapplication we get to, the heavy
spec, certain things toconsider and look at and kind of
what the trends are that you'reseeing.
We really appreciate it.
Hopefully it gives everyone ageneral idea of looking at a new
(16:41):
truck or a certain applicationor getting into a different
application, things to be askingand to be considering.
So I appreciate that.
Yeah, thanks, Excellent.
Hey, that concludes today'sepisode.
We want to thank Adam forjoining us and to catch up on
past episodes.
Check out TransportationExchange podcast.
ca.
Until next time, thanks forlistening.
Hello and welcome to another episode of the
Transportation Exchange podcastpresented by Rush Truck Centres
of Canada.
I'm your host, Jason Cuddy, andon today's episode we welcome
back Adam Bajric, who's accountmanager here at Rush.
Adam, welcome back to thepodcast.
Adam Bajric (00:17):
Thanks for having me.
Jason Cuddy (00:18):
So we had John before talking about, you know,
heavy haul application and justkind of an overview of what we
have product wise.
And today I thought we dig intoa little bit deeper, kind of
application by application whichtruck, what model, what specs
and features?
You know, to help kind ofpeople walk through how do I
spec it?
What's changed?
What are some trends we've seen?
So you know, I thought we'dstart off kind of right off the
bat with a tractor, heavy haultractor.
(00:39):
If I'm looking to get into thisworld, what am I looking at?
You know, powertrain will startthere.
Adam Bajric (00:43):
Yeah.
So I mean for the heavy haulside of things, for Navistar,
we'd start with the HX chassis.
So, be it 620 or 520, if you'relooking for a shorter turning
wheelbase or a longer turningwheelbase, getting more weight
on the axle and getting yourselfin compliance with SPF Gotcha,
so we'd start off with the HXchassis as the bare bones and
(01:03):
then we'd throw in, basically, aCummins X15 powertrain.
Usually we run the performanceseries on heavy hauls.
Guys like it.
That you can, you know, playwith it.
You can bump up horsepower inthe long run, you can tune it a
little bit more compared to theproductivity or the economy
style classes.
With that being said, on theperformance series, guys usually
run in the 565 horse, 1850 footpounds of torque.
(01:26):
You can bump it to a 2050 footpounds or you can go even up to
the 605 if you really want thatbig boy power.
And then we usually pair itwith an automatic transmission.
The stigmatism, you know, ofkeeping the manual and the big
shifters and whatnot.
Yeah, there's still some guysthat want them.
But, as you know, findingdrivers is getting harder and
(01:46):
harder and we find that there'sa big transition to the
automatic stages.
So, with that being saidanything, that's usually if you
have a gross combination weightof, you know, under 140,000
pounds or up to, I should say Iguess, 140,000 pounds, you can
run an Allison transmission, sixspeed.
You don't tons of pulling power, anything over that we'd have
to switch, usually over to anEaton Endurant XD.
(02:08):
Gotcha, they just released thepro last year or this year I
should say.
Awesome transmission, lots offeatures and functionalities.
Now a lot of guys like the 18speeds over the six speeds.
They find like they're gettingbetter fuel mileage on them.
Whether or not which one's true, it's more driver preference.
Both are great.
The new Endurant XD actuallyhas a school thing with you
(02:30):
remember, with your manuals,even in a car you can kind of
roll it out of a snow bank.
Yes, well, they got this thingcalled the rock free switch now,
which gives it the same kind ofprogramming and feel to rock
yourself out of a whole truckstock.
Jason Cuddy (02:41):
Nice, yeah, so I guess.
So we've got that, we've gotsome power train going, we got
transmission.
What are we pairing that to asfar as the axles?
Adam Bajric (02:47):
Yeah, so the axle wise I mean Navistar offers Dana
and Meritor axles.
The most common one is Meritorand the reason behind it is is
back in the day there was theseaxles called Rockwells, and
Rockwell actually got perchedout by Meritor and they're known
for the big round diff cover onit.
Guys love them, they'rereliable and whatnot.
(03:07):
Usually for heavy haul tractorswe're going anywhere from a 16
to a 20,000 pound front axle and46,000 pound rear for
suspension.
Most guys now are going withair suspension just for a more
comfortable ride.
You know auto leveling and soforth.
We carry the Primax bags.
They're an awesome off road bag, really reliable.
But you still got some guysthat want mechanical and we will
(03:30):
join them with mechanical.
Jason Cuddy (03:32):
but I've never really seen anyone not like
airbags once they go that way,gotcha, and so we've got all
that and obviously a lot ofconcern when you're calling that
much weight is, you know, theframe capacity kind of frame
ticket?
You know what are the differentoptions?
I know there's double andsingle.
What do you see?
Adam Bajric (03:46):
So Navistar's done a great job now with basically I
mean both both frame optionsare available.
There used to be a lot ofsingle frame can't hold it.
Our new single frames arecapable of 3.5 million RPM,
which is overkill, as is.
We're running them primarily inthe dump truck application,
which we'll talk more aboutlater, and the heavy haul family
(04:06):
.
You'll see guys that arehauling the big, you know
oversized, overweight permitloads.
They're double framing it.
Jason Cuddy (04:12):
Gotcha.
Adam Bajric (04:12):
The only downside about the double frames.
I mean, yes, they go up to 4.5million RPM, but you have, you
know, the Canadian winter salt,because splitting in the long
run, so what you want longevityout of, I mean, you know, if you
take care of your stuff, yeah,it's gonna last a long time, but
you know you got to take thatinto consideration.
Jason Cuddy (04:29):
Fair.
So we've got kind of theunderpinnings go in.
Obviously, the HX model had arefresh recently.
What's kind of new and improvedinside for the drivers?
Adam Bajric (04:38):
So the HX cab got a full redesign.
So we're talking now.
We took an LT cab but justbeefed it up so you got kind of
like the style of car doorswhere there's no clickety clank
anymore.
You've got the new diamondelite interior, which is
fantastic.
It's got, you know, leatherstitched seats he didn't cool
seat options, swivels If you gota sleeper.
You know leather wrapped wheels, a lot of creature comforts
(05:02):
that guys are wanting.
So you know.
And then on the outside we'vecome.
You know twin air cleaners,dual stacks, single stacks.
You know you got chromesunshades, big chrome Texas
style bumpers, lots of littlecreature comforts in that sense.
And then also you know you gotyour standard Alcoa Derb right
that everyone loves and a lot ofother.
You know little key things,keyless entry and so forth.
Jason Cuddy (05:24):
Nice.
And a neat feature, at leastthrough Navistar, is you know we
can put most of that stuff infrom the factory but there is
also the ability to add morestuff after the factory, before
it gets to the dealership.
Adam Bajric (05:34):
Yeah, so we got this thing called TSE, which is
a truck specialty center, andit's basically literally the
building next door to Navistar'sthe factory line, and you can
basically put in specialrequests.
So you know steerable liftaxles, fixed lift axles for the
heavy haul guys.
You know half round fenders,full round fenders.
You want a 72 inch aeroslidefor the guys that really got to
(05:55):
get the weight up front.
You know you want to put ahydraulic tank, split tanks,
lights, beacons, headache racks,and you can use suppliers, even
that are in Ontario.
They'll ship down to there.
Navistar is a great job of youknow hiring them or you know
subbing them out and bring themdown.
So there's a lot of things tokind of free up our shops up
here and get the truck over toyou faster.
Jason Cuddy (06:15):
Nice and so okay.
So I've got a tractor built.
You know what do I need to putin the back of it?
It is dependent on what I'mhauling, like whether it's a
float or a live bottom like.
What are the nuances anddifferences that we need to
consider there?
Adam Bajric (06:27):
So if you're doing into like float tractors, live
bottoms and dumps, a lot ofthose require wetline kits you
know for us at Rush we usemultiple suppliers, we use gear
power over in Mississauga, weuse drive tech out in the East
End.
There's guys up north as well.
If you're doing you know, livebottoms, you usually need like a
(06:47):
combination wetline kit.
If you're doing just you knowfloats, you need only like a
single stage.
So there's a lot of optionslike that.
Then you got guys that needmore flow, less flow, bigger
hydraulic tanks, lesserhydraulic tanks.
Some guys need extra switches.
So you know, if you're in theheavy haul world, you got this
fourth axle, you want that on aswitch.
The heavy haul world is alittle different than your live
(07:08):
bottoms and your end dumps,where they're not exactly spiff
compliance because everything ispermitted.
So you know you're allowed tohave switches and cabs on on
your float tractors, not foraggregate, not for live bottoms.
It's a different world and alot of people get that kind of
confused and say yeah, I canhave switches or no, I can't.
So there's a lot of littlethings there that you can play
(07:28):
with, but that would be the keyfeatures of making it work.
Jason Cuddy (07:32):
Nice, okay, so I've got that under control.
So say, now I'm looking at the,the dump truck world we'd be
talking about briefly maybelet's kind of do something,
let's walk through.
Okay, I want to.
I want to get myself, you know,a new jump tuck and working out
what.
What am I looking at there frommodel engine transmission?
Adam Bajric (07:45):
Yeah.
So the most common for our dumptruck line is the HX620.
It's a setback axle which guyslove because dump trucks are in
the city a lot.
They want a tighter turningradius.
Standard wheelbase on those isa 256 inch wheelbase.
You know we're running a 20 or20 and a half foot dump body.
We're running a spiff 23,.
You know you're running a20,000 pounds steer axle on it.
(08:06):
We usually pair it with a 425tire Inside.
Most of the guys want the fullyloaded interior.
You know, because, again,drivers are in this truck all
day, every day.
So you know diamond eliteinterior.
You know twin air cleaners,twin stacks, all done up and
whatnot.
Now, if you're doing, you knowthe lot of the dump truck guys
are into paving and whatnot, sothey need to put the pintle hook
(08:28):
on the back to pull, you know,a tag along or whatnot, or even
a pony pup setup there's.
There's a lot of options therethat you can play with, but
that's kind of like.
You know our standard spec Interms of engine wise.
We run a productivity series forthat application, usually 500
horse.
Some guys really think that youknow pulling pups and what they
should be at 565, but we'vereally seen had great success
(08:50):
with the 51850 productivityseries great fuel mileage, great
pulling power, and most guyssay they burn the tires off
anyways with that kind ofhorsepower.
So it's been a great success.
And then transmission, ninetimes at 10 guys pairing it now
with the 4500 series, allisonyes, if you're a long hauler
like on Sorry, like aggregatehauler pulling a pup, some guys
(09:12):
prefer to go the 18 speed, butboth will do it because you're
at that 140 or under, like wewere talking before on the heavy
haul side, right Suspension,most guys again, now we're kind
of transferring over to the airsuspension, to we're running
Primax bags.
There is some mechanical guysand I mean, for reasons, if
(09:32):
you're, if you're a big likecondo excavation guy, a lot of
guys like to run the HMX.
Suspension tends to give alittle bit better grip coming
out of the hole and any rough,rough terrain and whatnot Catch.
So it helps out a lot too, youknow.
Then the other thing we cantalk about, as well as more, so
you know, for running asteerable lift axle or a twin
(09:56):
steer, and again it worksdepending on what the
application is Both of them.
There's not one that's betterthan the other.
It both serves differentapplications, right.
Jason Cuddy (10:05):
No, it's fair.
Yeah, and then I guess it'syour wise.
Similar to what was on the daycab, as far as you know, fit
feature and options available.
Right.
Yeah, same same product lineand just comes down user
preference for the most part.
Adam Bajric (10:16):
Yeah.
Jason Cuddy (10:17):
Excellent, and then so from a body point of view,
obviously that is applicationspecific as well, right, so, I
need to know what am I hauling?
What were we?
Steel versus aluminum?
What's?
What's the sweet spot of those?
Adam Bajric (10:27):
Yeah.
So you know if you're anaggregate hauler, you know
you're a ton miler, as they callit.
You're usually running analuminum body.
You know we sell at rush theCobra lineup and we have both
the air wall and post and panelSummer for looks.
Some of you save a little bitof weight.
They're both great.
They're awesome for getting thevolume on your truck.
Now if you're hauling, you knowrubble, dirt, a mix of
(10:50):
everything.
Guys tend to go to the steelbodies.
We now carry the Bullrocklineup which has been awesome.
A lot of guys tend to go in thecity.
They call it GTA spec.
Yep, they run a 46 inch wall atthe 48 inch tailgate.
It's kind of like the perfectmedium for all around for dirt,
asphalt, all that kind of funstuff.
Jason Cuddy (11:09):
All right, cool.
And I guess another applicationthat maybe we see a bit more of
like because it has a bit moreversatility but isn't maybe a
common one, is, you know, likethe roll off hook lift setup and
that I guess gives us a mix ofopportunities for product line,
kind of what do you see?
Guys are going to that world.
Adam Bajric (11:25):
Yeah, so you're, we're still running like,
depending on what you're doingon the, on the big side, we're
still running HX's, and then itvaries from if you're doing tri
axle, tandem or single axles.
Right Right now, you know samething for, like the dump truck,
I'm kind of running the samekind of spec in terms of engine
power chain and suspension, foryou know roll offs.
(11:47):
Now, if you're going intotandems and singles, it's just
basically.
It's now comes down to motorand wheelbase transmission on
the MVs and HVs that we offer.
Hvs were usually running intandem spec and then MVs were
running in single, single axlesconfigurations.
But usually on the HVs you caneither run well, now it's trans
(12:08):
transitioning, but we had the826 and the HV 613.
Jason Cuddy (12:11):
Right.
Adam Bajric (12:12):
And now it's switching over to the S13, which
is going to be really excitingto see out on the road shortly.
There's also the ability to runthe Cummins L9 and the HV 607,
which has been a truly wellbuilt engine.
Lots of guys have them on theroad and on the MV you can go
from the V6, 7 Cummins or the L9as well.
You can really make some bighorsepower on it.
In terms of transmissions, onthose two units most guys are
(12:35):
running a 3000 RDS.
It gives you live PTOcapabilities, which is awesome.
For those that don't know, it'sbasically you know.
It allows you to back up whileyour trucks and gear to get
under that bin, which for mostbin guys that are getting into
the business, they go.
Well, I don't need to rollunder your truck.
Well, if you're working onsomebody's really high end
driveway and you know you drag abin by accident, stuff one up.
(12:56):
you're going to be paying a bigprice to repair it, so better to
have that kind of capability.
You know the PTO provision forand being able to roll under the
truck Gotcha.
You know, and then, if we'recomparing between roll off and
hook lift, there's a lot of, youknow, question on what should I
do?
Should I do a hook lift?
Should I do a roll off?
Because both are in the binbusiness.
(13:16):
Some guys you know you stillseeing running around with the
common rail system, you knowfrom John and Sons or Capital.
And then you have other guysthat are transitioning to, like
the Atlas Polar.
You know, high up hook lifts,right, both have a purpose.
If you're in the bin businessand you're running anything from
basically a five yard up to a50 yard bin, you can basically
make a triaxle, do all thosebins together, gotcha.
(13:38):
But if you're not in the binbusiness and or sorry, if you're
, yeah.
If you're not in the binbusiness and you're just, you
know, looking for a great system, the hook lifts is nice.
The only downside of, I'd say,the hook lift versus the roll
off is that you're limited tobend lengths.
So your truck's going to beused to only carrying.
You know, if you're, we'll usetri-axles for comparison
(13:59):
speaking, but comparable, sorry.
You're only going to be runninglike a 20 and a 40 yard bend on
a tri-axle setup.
You can't go into the five or10 yards that your standard roll
off would be Gotcha.
But on the plus side you canparallel park your bends.
You can do a lot of easy pickupsand stuff where it's handy.
So it really depends on whatyou're doing.
I sell a lot of hook lifts toguys that are in the excavation
(14:21):
demolition game because they'reallowed hook lifts.
Which is funny is this roll offis not allowed into the, into a
lot of dump sites for dirtbecause the way they're shaking
the bends out they don't get aproper dump angle.
Guys got to come out, open theswing doors and all that With
all.
As the hook lifts you can gointo dump sites, which usually
pisses off the roll off guyswhen they get turned back.
Jason Cuddy (14:42):
So yeah, no, fair yeah.
So it really comes down toapplication specific and what
you're trying to do and realunderstanding the market.
You're playing in and thenfairing out the sweet spot with
regards to that.
Yeah, so, from product-wide,you mentioned a couple like who,
who are the kind of thecompanies that offer kind of
both options that we play with?
Adam Bajric (14:59):
In the GTA or Ontario.
The biggest guys for roll offsyou know as John and Sons
they're over in Oakville.
You've got Capital as well.
That's in that side of town OnTrucks is out west.
There's a few other smallerguys that are getting into it
now.
For the most popular hook liftsin the city, you got Atlas
Polar, you got Palfinger, you'vegot the Swap Loader by Drive
(15:19):
Products as well, and there's acouple other guys that are also
entering the game.
But those are kind of like thebig, big names that you see
rolling around everywhere,gotcha.
Jason Cuddy (15:27):
What I find is when you get into application, you
know, especially when we'respec'ing the truck, it's nice to
pull those guys in right andhave them talk with their
customer and say, okay, what'syour application?
Because they, you know they'llsee current trends, they'll have
a different model line that'scome out right, and and then
they'll help you spec the truckout too.
Right, make sure you've got theright wheel base, make sure the
axle ratings are, and they'lldo the whole weight analysis for
you, right.
So make sure that.
Okay, if you want to run acertain yard bin in this
application, you know, maybe wegot to move from tridem to a
(15:48):
tandem or whatever it is you'retrying to do or you know, find
that sweet spot, so it is niceyou can pull them in and have
them do that part of it as well.
No, absolutely.
Adam Bajric (15:54):
And one of the one of the nice things too.
I tell guys all the time whenspeccing trucks is, they go.
How do you know like whichone's better?
If I'm going to hook lift, youknow, is it better for me to go
Atlas Polar or Swap Loader orPalfinger, and I go always.
Guys, the best thing to do eventhough there might be one brand
that outdoes the other, thebest thing is just to find out
what supports you the best.
If you're out West andBrantford, you're probably
(16:15):
better to deal with the FRFRight.
If you're out in the East Endand you're close to Atlas Polar,
they're probably the best guybecause they're around the
corner from you.
Jason Cuddy (16:21):
They break yeah you need support, you need support
right, and that's the thing ishaving a good support network
with the vendors that we use andthe products we support, plus
with Navistar directly as well.
So good point.
Well, hey, look, thanks forcoming in kind of doing a
walkthrough of the differentapplication we get to, the heavy
spec, certain things toconsider and look at and kind of
what the trends are that you'reseeing.
We really appreciate it.
Hopefully it gives everyone ageneral idea of looking at a new
(16:41):
truck or a certain applicationor getting into a different
application, things to be askingand to be considering.
So I appreciate that.
Yeah, thanks, Excellent.
Hey, that concludes today'sepisode.
We want to thank Adam forjoining us and to catch up on
past episodes.
Check out TransportationExchange podcast.
ca.
Until next time, thanks forlistening.
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