• Think your fleet is one of the best in the trucking industry?  The Truckload Carriers Association's (TCA) 6th annual Best Fleets to Drive For® award is right around the corner, so now is the time to see how your fleet stacks up against the rest.

    Best Fleets to Drive For® is an annual evaluation of North American for-hire trucking companies that provide an exceptional workplace environment for drivers and owner-operators.  Conducted by CarriersEdge in partnership with the Truckload Carriers Association (TCA), the Best Fleets to Drive For® award highlights the best employers in the trucking industry.

    This annual contest and survey promotes positive elements and great opportunities within the trucking industry. In addition to these accolades, this award sets higher employer standards for companies to follow through the documentation of success stories and showcase of fleets providing exceptional workplace environments.

    "This program publicly recognizes and celebrates the fleets that are working to provide exceptional workplace environments," said Mark Murrell, president of CarriersEdge. "As we survey the participants, we're documenting a series of success stories that model best practices for other companies to adopt or follow. It's good for the carriers, the drivers, and the image of trucking, which is why the number of nominations seems to double every year. As we head into the next round, I have no doubt that this trend will continue."

    The contest guidelines are straightforward for drivers or owner-operators: nominate your fleet for the award and complete the driver survey which is conducted to gain deeper feedback. In addition to the operator submitted metrics, company safety and driver retention data are collected, as well as corporate interviews of each nominated company. After data is compiled of all applicable fleets, it is reviewed to determine the Top 20 Best Fleets to Drive For®. Before voting, read the full list of evaluation metrics.

    There is no fee to nominate a company and the Best Fleets to Drive For® 2013 survey is open to all North American, for-hire trucking companies with 10 vehicles or more. Since this is a vote of the best fleets to drive for, only those employees that operate the vehicles can complete a nomination; i.e. office staff, management, and company owners cannot nominate their fleet.

    To nominate a fleet, drivers can fill out the nomination form  or send an email to Nominate@BestFleetsToDriveFor.com, and include the full name and contact info for both the nominated fleet and the individual submitting the nomination.  Nomination deadline is 5:00 pm EST November 1st, 2013.

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  • On October 1, 2013 the government figuratively "shutdown" due to bipartisan disagreement in regards to the proposed budget. This inability of Congress to provide a federal budget has impacted millions of Americans in a myriad of federally funded industries. Is the transportation industry, a staple in the American economy, going to come to a halt because of this shutdown?

    According to the Transportation Secretary, Anthony Foxx, the trucking industry will not be directly affected. In a statement to Department of Transportation (DOT) employees, Foxx mentions that "some employees will be excepted [from the shutdown] because their work directly addresses emergency circumstances". He goes on to address that in addition to these "emergency circumstance" employees, there is another segment of employees whom are not "subject to furlough because their positions are not supported by annual appropriations". While the DOT employs 58,000 people within varied sectors of the transportation industry, such as the National Highway Traffic Safety Administration, the Federal Highway Administration and the Federal Motor Carrier Safety Administration, agencies regarding trucking and safety programs are funded by the Highway Trust Fund and not the Federal budget.

    With funding being provided in grants from the Highway Trust Fund, and state agencies, these safety programs that appear in the form of roadside trucking enforcement, weigh stations and inspection stations will not be affected by the shutdown.  However, there are agencies that conduct business in tandem with the trucking industry that are impacted by the impasse that is seen in Washington, D.C. this week; most notably the Federal Railroad Administration and the Commodity Futures Trading Commission. The effect that this halt in production has on the shipping and logistics firms of the country has yet to be seen due to the shutdown still being in its infancy.

    Americans have numerous questions regarding the 2013 Government Shutdown. USA Today is a great reference and has provided access to a slew of questions and answers regarding the 2013 Shutdown.  CNN also provides a list of agencies being affected the shutdown and to what degree. 



  • In a recent study by Robert Poole, revealing information was brought to light on the status of the United States National Highway System (NHS). Most notably of which is the lack of inflation indexing for the current pre-gallon fuel taxes. This is an issue for the interstate infrastructure due to the road surfaces reaching the effective lifetime of 50 years, thus providing a need of modernization and replacement.  Unfortunately, the national average fuel tax of forty-six cents per gallon of gasoline or fifty-two cents per gallon of diesel (Source) in conjunction with the state and federal highway trust funds is not nearly enough to adequately finance the near one trillion dollar project; aptly named "Interstate 2.0".  According to Poole "reconstruction is estimated at $589 billion, in 2010 dollars, and lane additions at $394 billion, for a total 2010 cost of $983 billion." For sufficient funding of this project, Poole has proposed a per-mile tolling system which will garner enough revenue to provide 99% of the net present value of the project's proposed cost.

    Included within these costs is the estimate for executing the tolling system. One of the overt drawbacks of the current toll booth/ toll plaza system is the traffic congestion that builds up behind the checkpoint. Within the proposal for 'Interstate 2.0' adjustments to this antiquated process have been delineated. State-of-the-art All-Electronic Tolling (AET) equipment will allow fleet operators to travel throughout the United States with a single transponder linked to the fleet's account without having to reduce speed for a toll plaza.

    Value-Added Tolling

    Recognizing that regular interstate users would be more than perturbed at the concept of being tolled on a surface that was already paid for with fuel taxes, Poole has proposed that the practice of per-mile tolling "be implemented on the principle of 'value-added tolling." This principle means that tolling would only begin after a corridor has been brought up to 'Interstate 2.0' standards. In addition to quelling the population's nerves, this will effectively limit the risk of redundant taxation that has the possibility to occur if states are slow to remove the gas tax currently in place. However, if there is an event of double taxation, the system permits "rebates of fuel taxes generated by the miles driven on the tolled Interstates".

    Advantages of Per-Mile Tolling

    Since the current system of fuel taxes supports the funding of all roadways at an average rate, light passenger vehicles and long-haul tractor trailers all pay the same average price to utilize the entire nationwide transportation surface. In this outdated system of taxation, a fleet that operates primarily on inexpensive local streets pays the same fuel tax as the fleet of long-haul tractor trailers that spend a majority of its miles on multi-billion dollar bridges, interchanges and expressways. However, with the per-mile based AET proposed for Interstate 2.0, toll rates will be "tailored to the cost of each highway."

    Cost dependent toll rates is just one of the advantages of per-mile tolling, in addition to this, Poole describes six other reasons for per-mile tolling creating greater benefit than per-gallon taxation:

    Per-mile tolling reflects greater fairness, since those who drive mostly on Interstates will pay higher rates than those who drive mostly on local streets.

    If per-mile tolling is implemented as a true user fee, it will be self-limiting, dedicated solely to the purpose for which it was implemented (and enforceable via bond covenants with those who buy toll revenue bonds).

    Per-mile tolling will guarantee proper ongoing maintenance of the tolled corridors, since bond-buyers and other investors legally require this as a condition of providing the funds.

    Per-mile tolling also provides a ready source of funding for future improvements to the tolled corridor.

    Toll financing means needed projects, such as reconstruction and widening, can be done when they are needed, and paid for over several decades as highway users enjoy the benefits of the improved facilities.

    Finally, a per-mile tolling system using AET can easily implement variable pricing on urban expressways to reduce and manage traffic congestion.

    Roadblocks to Interstate 2.0

    For the wheels to be set in motion on modernizing the NHS, Congress needs to provide permission due to current federal law prohibiting tolling of existing lanes on Interstate highways.  In the
    current pilot program, only three states – Missouri, North Carolina, Virginia - have the opportunity to implement tolls on interstates for funding of reconstruction. Local politics for each of these states has created a stalemate in the process which is inhibiting the system from being tested. Fortunately, the Federal Surface Transportation Program is up for reauthorization in 2014 which would expand the immobile pilot program from Missouri, North Carolina and Virginia nationwide. This expansion could be the necessary catalyst for both individual states and the federal government to realize the benefits of 'value-added tolling'.

    Impact for Fleet Owners

    Like all political decisions, Interstate 2.0 will have a ripple effect throughout the transportation industry. Whether this will be a positive reaction from small fleets or large has yet to be evaluated. Fleetcards USA has reason to believe that fleet owners and fleet managers will look upon this favorably after open-mindedly reviewing the study. With fuel taxes being removed, the cost of fuel will be reduced while the tailoring of toll rates will create an ecosystem of fairness for fleets that travel hundreds of thousands of miles annually. Fleet Owners should approach the study with objectivity rather than stubborn bias for the long-standing system of per-gallon fuel taxes.

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  • Here at FleetCardsUSA we stress the important decisions that fleet managers need to make in order to prevent costly mistakes for the whole business. These necessities range from stressing efficient driving to keep fuel costs down to ensuring that fleet drivers are healthy and safe throughout their tenure.  Unfortunately, the backbone of the industry – the drivers themselves – is swept to the side as replaceable and uncouth. With the third week of September halfway through, it is important to note that we are in the midst of Driver Appreciation Week.

    Consistently delivering around 68% of the U.S. freight tonnage year after year, truck drivers are not only the backbone of the shipping industry but the country as well. These tireless operators haul the necessary wares that keep your life organized, your car running, and your stomach full. In addition to the payload consistently tagging behind the Tractor to keep shelves stocked, aggressive updates in regulations by the Federal Motor Carrier Safety Administration have allowed safe, defensive drivers to rise to the top of this thankless career.  By logging nearly 400 billion miles annually and looking out for fellow man, these highly skilled fleet operators are facilitating a safer transportation environment for those of us that merely utilize the highway infrastructure weaving across America as a commute medium.

    Fleet management needs to continue this upward trend of higher regard for drivers by effectively communicating to individual operators and fleet teams on the topics of safety, fuel efficiency, productivity and satisfaction of the driver. Through transferring the focus of the fleet from goals to the people responsible for goal completion, managers can effectively increase productivity and employee retention. This can be accomplished through provision of proactive insight on responsibilities as well as allowing a back-and-forth line of communication so that operators can provide feedback on their satisfaction with, and desires from the company.

    These drivers have long hours away from loved ones, in unhealthy environments so that the rest of the country can survive on the goods being delivered. As summer comes to a close this weekend, if you find yourself at a rest stop, take a moment to thank the individuals that enable many of us to live in a consistent, happy lifestyle.

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  • Cargo theft has been a topic of concern for fleet managers for as long as there has been cargo; maritime pirates of the 16th and 17th centuries where cargo thieves, just as stagecoach robberies of the 18th and 19th centuries and train robberies of the 19th and 20th centuries were cargo thefts. Thwarting this ever present injustice continues to burden fleets with stress and the issues that arise from micro-managerial tactics. However, there are simple practices that, if implemented, can prevent cargo theft, a $35 billion industry in 2011.

    Cargo Theft Prevention


    With the advancement in technology that fleets have access to in the 21st century, criminals have had to devise alternative methods of stealing. Systems like Lo-Jack®, and other GPS tracking systems have led to a decrease in violent acquisition. Unfortunately, cargo theft overall has not seen a significant decline due to these technological advancements.  There have been numerous reported cases of employees of shipping companies transacting the theft because they have garnered trust from the corporation.  In addition to interior offenses, lack of clear communication in the logistics channel has led to countless other robberies. This lack of communication is the area that fleet managers and fleet operators should place the greatest focus. Without knowing precise drop-off and pick-up details beforehand, drivers have succumbed to feats of deception and lost hundreds of thousands of dollars of cargo because of this oversight in transparency. To ward off these efforts of deceptive crookery, fleet managers need to ensure that the receiving and shipping teams are on the same page with time and location of drop-off.

    Theft Prevention Tips for Fleet Operators

    ~  Before departing verify delivery location, time and with whom the cargo is being left with at the destination
    ~  Secure tractors with air-cuff and tractor steering joint locks
    ~  Implement tracking devices in both the trailer and on products in the event of theft
    ~  Secure both unloaded and loaded trailers with ISO 17712 compliant barrier seals
    ~  Utilize hardened padlocks for access doors.
    ~  Ensure unattached trailers remain immobile with kingpin locks
    ~  Avoid leaving trailers unattended, if abandoning equipment is an absolute necessity be sure they are in a secure location
    ~  Utilize a theft prevention device like SafeKey or the Ravelco Anti-Theft Device

    These are simple steps that all fleets should already be implementing as habit. Do not make a costly mistake as a fleet manager by believing that your deliveries are not going to be targeted. Having a fleet be reduced in size negates all other cost saving practices that have been tediously executed, from meticulous fleet maintenance, training drivers safe operation habits, and most importantly, money saved from fuel efficiency is now null due to the liability ensued by theft.

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  • The drivers of a commercial fleet have one of the unhealthiest careers.  In the United States, a fleet driver is permitted to drive for a maximum of 11 hours before having to leave the captain’s chair for ten hours. In an eight (8) day period, drivers are only allowed to have 70 hours of road time before being required to be off-duty for 34 hours. This career is so detrimental to an individual's health because of the lack of activity that occurs in those 11-hour windows – 95% of this time is spent motionlessly seated – as well as the less-than-healthy food choices that litter the American Interstate system.  This lack of daily action and poor diet leads to a myriad of internal issues that cause the average life expectancy of a fleet driver to be 61 years.  In addition to concern for the well being of the fleet operators, Accident Analysis & Prevention recently found a strong correlation between a driver's obesity and their chances of falling victim to a vehicular accident (full study).  Fortunately, there are in depth resources for a fleet manager to adopt for the development of an engaging wellness program so that drivers can expect to live long and fruitful lives.

    Tips for a Healthy Driving Lifestyle

    The greatest roadblock for improving health as a driver is limited access to exercise opportunities.  However, a gym membership is not needed to get the blood moving and the muscles aching. As a fleet manager, it is your responsibility to encourage drivers to think outside of the box in terms of fitness. A quick, personal gym can be setup in minutes with only resistance bands gallon jugs of water and a jump rope. As a driver who has been sitting for nearly 11 hours straight, when you get to a stopping point, complete your checklist routine and then, instead of sitting or lying down in your sleeper, go be active for 30 minutes; jump rope, jog laps of the truck lot or even just your truck if you are pulled over to the side of the road for the night, and complete a resistance band circuit. This daily activity, while brief, will lead to an uplifted state of well-being as well as reduce the risk of serious medical issues like high blood pressure and cholesterol, sleep apnea and circulation difficulties.

    Furthermore, the effects of minimal activity are compounded by the general poor diet that fleet operators often rely upon while on the road. Fast food has proven to be a detriment to the wellness of long-haul drivers nationwide. The ease of access and low cost makes fast food a simple choice to make on the surface.  However, the low quality proteins of these establishments, as well as the increased levels of sodium, cholesterol, and complex sugars prove that this is more costly in the long run than spending a few extra dollars on quality dining items.

    Thankfully, DrivingHealthy.org has launched as a strong resource for fleets to utilize to stay in good health from desk managers to fleet drivers.  This website gives insight into various means of living healthy in a range of environments.  In addition to the exercise suggestions, this viable resource provides guides for eating healthy both on the road and at home.

    Developing a wellness program for your company needs to be all-inclusive so that those employees lower in the hierarchy witness executives practicing what is being preached. Becoming cognizant of health and wellness is a necessary and easy step to be made in today's fleet driven industries. Proper fleet management is more than making sure that fleet vehicles are properly maintained, you have to make sure that the fleet's most valuable assets – the drivers – are also operating at maximum efficiency.



  • Over the past few months, we have given fleet managers fuel saving tips for efficient engine function and fuel saving practices for drivers. This week,  Fleet Cards USA is going to cover more fuel saving tips so that every business dollar for fuel is justifiably spent.

    Upgrade fleet vehicles for enhanced fuel economy

    As a fleet manager, it is pertinent to ensure that your fleet drivers are practicing fuel efficient tactics when behind the wheel. However, there are vehicle enhancements that can allow these fuel efficient driving practices to realize their savings to a greater extent.

    Oil Grade Impacts Fuel Economy

    Motor oil might originate from the same fossil beds, but the way an engine responds to the various grades differs greatly. Oil grades are generally classified based on two metrics: viscosity at cold temperatures, and viscosity at heat. For example, 5W-30 oil has a viscosity rating of 5 at 0° F and a rating of 30 at 212° F. What this means is when the engine is cold the oil will be thinner, and thus be able to lubricate the engine components faster than a thicker fluid. However, as the engine heats up, the oil thickens, allowing greater protection against the shearing forces of an engine.  It is important to utilize the recommended oil grade for each fleet vehicle because the varying properties of distinct engines will require a more or less viscous lubricant.  Improper oil selection can lead to aggressive wear on startup and increased friction – the enemy of efficiency – during operation.

    Synthetic Lubricants are more Efficient than Organic

    Synthetic lubricants have long been recommended for high performance vehicles, because of their ability to protect and even enhance the output of an engine. The vehicles in your fleet are some of the most valuable assets to your business, so treat them like the race cars they dream to be while also increasing fuel efficiency.  Synthetic fluids have proven to reduce friction and increase efficiency when compared to the organic counterparts for crankcase, differential, and transmission lubricants. While these are upgrades and have a steeper up-front cost, the fuel savings offset the expense before the fleet's next fluid change.

    Wide-Base Single tires Reduce Weight and Rolling Resistance

    Dual tire setups have been a strong-hold in the trucking industry for decades because of the increased weight distribution from both the trailer to the tire and the tire to the road; enabling a greater payload to be carried. Unfortunately, duals are heavy and have a higher rolling resistance than their wide-base counterparts because of the number of sidewalls that meet the road. Wide-base single tires (interchangeably referred to as super wides) provide a lighter weight more efficient alternative to a dual setup.

    With less materials required in the manufacturing process, replacing your fleet's dual tires with super wides allows for a lighter Curb Weight.  This lighter weight provides increased fuel economy when operating the fleet at less than the Gross Combined Weight Rating, while also enabling more cargo to be carried within the limits of the transportation infrastructure. In addition to the weight management these tires provide, fuel efficiency is boosted considerably. With the most resistant point of contact for a tire being the sidewall, a 50% reduction of sidewalls greatly decreases the fleet vehicle's rolling resistance. In the most extreme examples, created by 62 wheel road trains, replacing fleet tires with wide-base singles will show a reduction in sidewalls by a count of 60.

    Save your Business Money by upgrading the Fleet

    From following a manufacturer's recommendations, to utilizing performance enhancing, synthetic lubricants, and exchanging high resistant duals for weight reducing super wides, increasing fuel economy is an imperative process to any financially conscious fleet manager. A few dollars initially spent to upgrade components of your fleet vehicle, can save your business thousands of dollars in the long run.



  • Fleet management involves a much wider scope of stipulations within the realm of ensuring fleet operators are driving safely and efficiently. With the discrepancy between federal and international weight regulations, weight management of individual vehicles is a continual hot topic of discussion. In addition to the legislation in place, an improperly loaded vehicle can have disastrous results.

    Risks of Vehicle Overload

    To stymie the risk of legal action, it is important for Fleet managers and fleet drivers to be cognizant of payload size. Federal and state regulations dealing with maximum weight limits have been passed not only because of the dangers overloaded trailers present to the driving environment, but the economic impact associated with road damage as well.  Aside from damage to the road and risks of operation, there is an inherent risk of vehicle damage when overloading.

    Manufacturers have prescribed limits to various operational and non-operational weight limits as a means to reduce damage from overloading. Gross Vehicle Weight Rating (GVWR) is the maximum allowable mass of a vehicle fully loaded with fuel, fluids, and passengers. GVWR does not include the added weight of trailers; Gross Trailer Weight Rating (GTWR). Gross Combined Weight Rating(GCWR) accounts for the total weight that is being placed on the road surface and is the sum of GVWR and GTWR. Curb Weight is the mass of a vehicle without cargo or occupants. This value is further reduced to make up the Dry Weight which is when all fuels and engine fluids are removed. Gross Axle Weight Rating provides the maximum weight available for individual axles. Going above these set limits can lead to a decline in fuel efficiency, an altered driving experience as well as mechanical issues within the vehicle caused by the undue strain this additional weight applies to the components of the chassis and engine. Staying within these maximums is imperative for reduction of fleet operational costs.

    With so much against overloading, why is it still an issue?

    Even with legal and financial risk widely regulated, Fleet managers often boldly ignore these factors to reduce costs elsewhere. The general consensus behind going beyond these limits revolves around consolidation. It is seen as justifiable to risk the fuel efficiency and operational standards of a few vehicles in a fleet if it means fewer vehicles are needed to be driven and thus loaded and received. If an unethical business has, for example, two trucks with a 36,000 pound GCWR, a single hauler with a 76,000 pound GCWR and 82,000 pounds of cargo to deliver, a strictly expense focused manager might place all the cargo into a single load. While this reduces the fuel efficiency of the single truck, it saves fuel costs overall because an additional vehicle is not making the same trip. In addition to fuel costs, having the cargo split into two loads means double the man power needed to make the delivery, additional savings from a human resources vantage.

    While there are isolated, positive financial impacts of increasing a vehicle's payload past the specified limits, the overall fiduciary risk of doing so greatly outweighs the positives. To avoid legal fees and extraneous maintenance costs due to mismanagement of weight in your fleet, fleet operators and managers need to acknowledge that these limits have been provided for reasons of safety and damage to roads and vehicles.



  • While the utilization of a corporate bank card streamlines the number of cards a fleet operator needs to keep track of and the number of reports a fleet manager needs to analyze, it is more advantageous from both a fiduciary and reporting standpoint to apply for a fleet fuel card from FleetCardsUSA.  In addition to the savings and rebates that can reduce expenses by thousands of dollars annually, the level III reporting that FleetCardsUSA's fleet cards provide to clients allows for the greatest control and transparency of all fuel related expenditures.

    Level III Transaction Data

    When looking at a personal bank statement attached to a debit card, a consumer is able to view the basic information about purchases: date and time, name and location, and total cost. This is referred to as Level I (1) data. The next available data is Level II (2) reporting and is available for most corporate cards, this report provides a greater amount of visibility of purchase details: line item detail of non-fuel purchases, type of merchant, fuel grade, number of gallons, and cost per gallon. The pinnacle of fuel transaction data is provided within a Level III (3) report. With the number of drivers vehicles that most fleet managers have to oversee, level III data is crucial for a business to keep track of all fleet related expenses. This third level of reporting provides full transparency of every purchase placed on the fleet card; odometer reading, vehicle ID number, Driver ID number, and a full description of the product type. Expense reporting of this depth allows managers to have control over spending that is not available with a corporate card.

    Fleet Card Control Features

    Through the wide selection of cards FleetCardsUSA has available, fleet managers have the capability to limit the expenditures being placed on the account.  These controls can restrict a card holder to the acquisition of a select few product types like fuel and lubricants, or to purchase time of day or day of week. In addition to this, since level III reports contain driver ID and vehicle ID numbers, if these two values don't match what was provided to the system by the manager, the card will be declined. This goes for lack of alignment with all of the controls as well.  For example, a card has been set to fuel and fluid purchases only between eight and ten in the morning on Tuesdays, Wednesdays, or Thursdays, if a driver comes in at noon on Friday to top off the tank of their fleet vehicle and wants a snack as well, the card will be declined.

    This vast range of control over a company's finances is only available to fleet card holders; corporate cards might reduce the weight of a fleet operator's wallet, but through unwarranted expenditures and lack of fuel expense savings options, corporate cards lead to a reduction of the bottom line.

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  • A few months ago we provided some simple steps to improve fuel efficiency. However, increasing and maintaining optimal fuel efficiency is far more intricate of a process than performing basic fleet maintenance and driving responsibly. The key concepts that control fuel consumption are friction, temperature and fuel/air ratio, and with over 200 moving parts in both gasoline and diesel combustion engines – not including the mechanics of power transfer – keeping each one of them at peak efficiency is hard to come by. However, there are quite a few practices that should be executed to save your business money at the pump.

    Achieve Ideal Fleet Fuel Efficiency

    Friction is the enemy of efficiency, and with nearly 3000 moving parts throughout the entire average vehicle, there is a lot that can hinder forward motion.  To begin with point of contact, aside from proper inflation, lack of correct alignment is equivalent to dragging a vehicle as opposed to rolling smoothly.  Inquire with your fleet operators regularly if they feel any pulling left or right, this is a strong indication of wheels being out of alignment; correcting this issue can increase fuel efficiency by 1 to 2 miles per gallon. A similar reduction in fuel consumption can be seen at the wheels through the other components that enable or inhibit ideal power transfer; i.e. replacing warped brake rotors, ensuring that brake pads are not rubbing, and checking to see that wheel bearings are in clean working order.

    Further up the power transfer process are the mechanics that distribute the engine’s power to the wheels; i.e. differentials and transmission. Within the differential, sludgy fluid or improper fluid levels can increase friction within the structure. This issue is present with transmissions as well, both automatic and manual. However, transmissions present additional possible fuel efficiency issues through improper adjustments of the torque converter and throttle cable.

    Finally, at the top of the powertrain are many parts that impact fuel efficiency. The most crucial errors occur during the explosive action of the stroke when too rich of a fuel mixture enters the cylinder, and fuel literally pours onto the road out of the exhaust. A rich mixture, i.e. too high of a fuel to air ratio, can occur due to improper maintenance of many parts; primarily O2 sensor, temperature sensor (cold engines burn more fuel), timing belt, carburetor, and air intake filter. In addition to a rich mixture, clogged intake manifolds misaligned valves, late ignition timing, dirty fuel injectors and weak spark plugs each cause fuel-injected engines to lose efficiency at an alarming rate.

    By focusing on just what quick lube stations tell you is necessary for proper maintenance, a fleet can be losing thousands of dollars a year on unnecessary fuel expenses. As a fleet manager, it is important to ensure that your fleet vehicles are in full working order from the wheels to the spark plugs. Protect the bottom line and don’t make costly mistakes; utilizing a fleet card is the first step, and proper maintenance of fleet vehicles is next in line.

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