Issue link: http://read.dmtmag.com/i/328689
approach their operational efficiency." In his pursuit of efficiency, Berard was a pioneer in the use of single-wide tires, and has used them both on tractor and trailer since 2002. He's worked closely with Michelin in designing treads for maximum fuel efficiency. And when Berard was left facing a deci- sion about a new engine supplier a couple years ago, he was aware of PACCAR's plans to bring the MX to North America. The timing of the introduction didn't appear to synch with DFS' needs, how- ever. "We were very close to switching to another engine, but PACCAR convinced us we needed to see the MX. So we went to the DAF engine plant in Holland, and I brought our fleet director (Claude LaPorte) along. "We were amazed — the technology, the fuel injectors, the material they use in the block. Claude told me, 'We have to wait for this engine to get to North America.' "So we rebuilt the engines we had to get us to when we could get the MX." The result was worth the wait, according to Berard. "The combustion platform of the MX engine is just about perfect. When the fuel injec- tors work, I can't tell you the percentage of absorption, but I can tell you it's the best I've seen. Not only will that improve fuel efficiency, but it will extend the life cycle of the engine as well." The MX — with new progressive shift- ing features — and the updated aerody- namic features of the Model 587 became the final pieces of the fuel efficiency puzzle that by now included 6X2 chassis configuration. And that has Berard envi- sioning 10-mpg fuel efficiency numbers that few have imagined possible. "When you talk about fuel economy, keep in mind that you're talking about not just a truck and an engine, but tires, rear-end differentials, alignments and drivers. And the routes you run. We couldn't achieve these numbers if we just ran to Boston. "It's a spaghetti sauce. All the ingredi- ents have to be there to make it happen." 3 million miles Berard is so impressed with the new engine that he expects to achieve another level of extreme operational efficiency with his equipment. He expects the PACCAR MX to achieve 2 million miles before he has to open it up for an overhaul. And he's so impressed with the Model 587 that he expects 3 million miles of service out of each one in his fleet. "It's crazy but when we add up all the numbers I think we can do it. Of course, you need to be equipped to do it, and the key is mainte- nance. Our PMs run more like a Formula One pit stop than regular truck maintenance. And the fact of the matter is you can't tell our equip- ment with 500,000 miles on it from trucks that have 2 million miles on them. "But it's only possible, we believe, to achieve these goals with a Peterbilt. No other cab out there is as structurally strong as a Peterbilt." And if pursuing such goals makes others think Berard is crazy, so be it. "My goal is not to be the biggest fleet, but the most effi- cient. You can have 500 trucks and make money like you have 100. I'd rather have 100 and make money like I have 200. It's easier. "The Peterbilt Model 587 and the PACCAR MX help make that possible. "The combustion platform of the MX engine is just about perfect... It's only possible to achieve our goals with a Peterbilt and a PACCAR MX engine." Still Green Peterbilt Model 587s in the DFS fleet no longer wear the dark green finish that used to identify the Joliette, Quebec hauler's equipment. All new DFS tractors and trailers are finished in white. The reason? Fuel economy. "We did some experimenting and found that the interiors of the darker color cabs ran 35 degrees (Fahrenheit) higher than a white cab, and with our trail- ers there was a 45-degree difference," says company president Daniel Berard. "Air conditioning and cooling equipment had to work harder and that required energy. "Now people tell me, 'you're no longer green.' I tell them we're greener than ever." Continued from page 6 8 FIRST CLASS