6/19/2023 0 Comments Atc frieghtlinerA lovely dark rosewood fingerboard and bridge replaces the US version’s ebony, but that’s not anissue for us. “In terms of feel and build, we honestly can’t find a compromise between this Ensenada-made Player and the US Acoustasonics we’ve tried. ![]() MusicRadar: The onboard voice options might have been scaled down but the Acoustasonic Telecaster sticks the landing as a Player Series model, in what could be one of the guitars to make the hybrid build truly go mainstream.įender Player Series Acoustasonic Telecaster: The web says That, in sum, is the sort of thing the Acoustasonic format encourages. That said, it can be pressed into service of many different kinds of styles, perhaps some that are all your own. It is warmer, with a little more width than you’d expect from a Tele’s bridge pickup. Fender promises twang but this isn’t Pete Anderson levels of twang. Park yourself on position one for a more traditional electric guitar experience, but don’t necessarily expect a traditional Telecaster experience. In a sense, this is a sound that almost exists outside of the spectrum of acoustic/electric tones, and is sure to support pedalboard experimentation. The sound is just coming from the piezo and as you turn the blend control it adds drive. Here is where the true hybrid tones are, and as such, there are fewer references for what we are hearing. Combined with the high truck utilization, CNG is proving to be an economically and environmentally sound decision for the Gemini fleet.The Lo-Fi voicings are interesting. The company is in the process of adding CNG fueling to its fuel stops, so the addition of CNG tractors to its private fleet comes without some of the added costs in the form of fueling stations other carriers experience. Love’s big advantage, though, comes from its own in-house infrastructure. Gemini replaces about 25% of its fleet each year, but how quickly additional CNG tractors will be added depends on several factors, Bergevin says, including performance and infrastructure growth within the Love’s network. Both the Peterbilt and Freightliner models have sufficient power to handle the tasks they are assigned, although Bergevin says that performance and cost are just two of the metrics Gemini will monitor going forward. There was an initial engine issue, but the problem was quickly resolved, says Bergevin. “The models and we run show we will have about a one-year payback and save roughly $1.75/gal., even though cost $60,000 more and we lose roughly 15% mileage on them ,” he says. In fact, Bergevin says payback on the vehicles will be quick, despite the price premium. “This is very much an ideal situation it’s regional haul with high-truck utilization,” he points out. ![]() The trucks have fit nicely into Gemini’s operation, says Ferguson. ![]() This has helped keep costs in line as Love’s has not had to retrofit facilities to work on natural gas. The dealers will handle truck maintenance, Bergevin says, with Cummins network facilities also providing engine support as needed. The 12L engine uses a spark-ignited “stoichiometric” combustion process with cooled exhaust gas recirculation technology developed by Cummins partner Westport Innovations.Īll of the natural gas trucks are purchased through Rush Peterbilt or ATC Freightliner. ![]() The company has ordered 50 CNG-powered trucks (25 Freightliner and 25 Peterbilt) with plans to add more as it builds out the infrastructure at its travel stops, where all the vehicles fuel, says Brent Bergevin, director of transportation. While that first beta engine test showed some positives, it was the introduction of Cummins Westport’s ISX 12 G CNG engine that got the ball rolling downhill for Gemini. Trailers are mostly MAC and Beall tanker models. The fleet is primarily Freightliner models, but it has started buying Peterbilt tractors and is also testing two each of Volvo and Kenworth models. In 2013, the fleet, which was started in 2001, delivered 429,457 loads and traveled over 53 million mi. It provides gasoline and diesel deliveries to its travel stops. Gemini’s fleet of 470 trucks is manned by 770 drivers, many operating in a slip-seating operation. “The 9L did okay, but we probably wanted a little more power,” he says. of gasoline and diesel, though, left the trucks a little underpowered, says Kevin Ferguson, manager-natural gas marketing. Gemini first tested CNG in November 2012, utilizing the Cummins Westport 9L engine. Love’s, parent company of Gemini Motor Transport, is now in position to take advantage of that built-in infrastructure itself through the deployment of compressed natural gas vehicles within the Gemini fleet. A s Love’s Travel Stops expands its natural gas offerings at locations around the country, it is fulfilling one of the biggest needs for any fleet looking to adopt natural gas-infrastructure.
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