WINTER 2017
Heavy Haulers Bellemare’s trailers are no lightweights Maintaining Standards Track your maintenance to generate big savings Powering Decisions Cummins chief talks future platforms
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Truck Tech_Winter 2017_v4.indd 2 2017-12-05 12:02 PM is written and published for owners, managers and maintenance supervisors of those companies that operate, sell and service trucks, truck trailers, and transit buses. WINTER 2017 VOL. 2 NO. 4
Vice President, Editorial Rolf Lockwood [email protected] • (416) 614-5825
Contributing Editors Eric Berard, Elizabeth Bate, Derek Clouthier, Carroll McCormick, James Menzies, John G. Smith
Group Publisher Lou Smyrlis [email protected] • (416) 510-6881
Creative Director Tim Norton [email protected] • (416) 510-5223
Production Manager Kim Collins [email protected] • (416) 510-6779 COVER STORY SAFE SPACES NEWCOM BUSINESS MEDIA INC. A focus on procedures rather than shortcuts 80 Valleybrook Drive, Toronto, ON M3B 2S9 416/614-2200 • 416/614-8861 (fax) will make a difference in your shop.
CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna Features Departments VICE PRESIDENT, PUBLISHING LEADERS SPEAK: Editorial ...... 5 Melissa Summerfield Power Decisions 10 Quick Fix ...... 7 CHIEF FINANCIAL OFFICER Cummins president Richard Freeland Anthony Evangelista on the future of electric trucks, and the Equipment Watch ...... 28 DIRECTOR OF CIRCULATION challenges of developing a future engine Inside the Numbers ...... 30 Pat Glionna platform in a time of transition.
Truck Tech is published by Newcom Business Media Inc. Maintaining Standards 13 The contents of this publication may not be reproduced Save big bucks by tracking even or transmitted in any form, either in part or full, including the smallest maintenance costs. 28 photocopying and recording, without the written consent of the copyright owner. Nor may any part of this publication be stored in a retrieval system of any nature without prior written consent. Heavy Haulers 23 Bellemare’s trailer maintenance ensures equipment is ready for demanding loads. Gerry’s Truck Centre prides itself on being a safe shop, but injuries have happened Let There be Light 26 there as well. (Photo: Elizabeth Bate) Snuff out your lighting-related maintenance headaches.
1510 23 26
trucknews.com WINTER 2017 TRUCKTECH 3
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Truck Tech_Winter 2017_v4.indd 4 2017-12-05 12:02 PM Editorial
Need Warranty Help? A few rules to help you win on the warranty front By Rolf Lockwood
So I recently spent time in casual con- • Shop for the dealer as well as the versation with the equipment and truck. Trucks are all pretty good these maintenance chiefs at three sizeable days, but there can be big variations fleets and I heard an extraordinary fact: between dealers. one of these guys, running the equipment • Establish a relationship with your at a very, very big private U.S. fleet, saved dealer’s service department before you – or earned – US$18 million on warranty need it. claims last year. • As I wrote earlier, know what your war- Eighteen million dollars! ranties cover and don’t cover. Now, if you maintain a 50-truck fleet • Keep meticulous records of work done in Brandon, Manitoba, you won’t see on your machinery in your own shop and that much revenue in the first place, elsewhere. let alone room for saving that kind of • Keep track of engine fuel economy. money. And anyway, that huge saving • Insist that all work orders be properly comes via sophisticated software that written, including mileage, the nature of itself demands management. You don’t the fault, the work done, and details of all have the staff. parts replaced. But the point is that controlling • Try to stay reasonable if a disagreement warranty matters can earn you money, no arises about a warranty issue. Maybe matter how big you are. As soon as you call another dealer and ask “what if ” Part of the issue is understanding questions. what the warranty actually covers. Does threaten to sue, • If the dispute can’t be resolved in the a “bumper-to-bumper” warranty cover shop, go higher, to the dealer principal. oil changes or belts? How long should it the other side will Be persistent but not rude. take to recover claims payments, and are clam right up • If your relationship with the dealer has they actually being chased? Information soured irretrievably, get on the phone and on recalls and campaigns needs to be call the manufacturer’s head office. It may recorded and tracked, too. take several calls to find and talk to the The importance of paying attention to there’s a gray zone where what’s obvious right person, but don’t give up. your various warranties can also show up to you seems invisible to the other side. • Write a letter to that person as well, in a big way when it comes to disputes At that point, things can easily escalate to copying the dealer principal and service with a dealer and/or manufacturer. lawsuit levels if you’re not careful. Don’t manager, but don’t attach 72 pages of Over the years I’ve heard from go there unless all your options are gone, disputed invoices and the like. Make hundreds of people who feel they’ve been because the only winners will be lawyers. your point, provide a crisp point-form treated poorly after some important As soon as you threaten to sue, the other summary of what’s been going on, and ask gizmo has failed. I’m no ombudsman but side will clam right up anyway. for timely resolution of your complaint. sometimes I can advise. Mostly I don’t Long before that point, there was Ask for a phone call as acknowledgement. even have the time to try. probably a communications breakdown. • Don’t threaten to sue unless every I’ve learned quite a lot in the process, Or, just as likely, the communicating possible option has been explored – however, so I’ll pass along a few principles never began. Mistake number one. and you actually have the financial concerning warranty claims. Here’s a handful of basic rules to help resources to do it. A warranty theoretically spells things avoid warranty warfare, and you should These tips aren’t magic, but they’ll sure out in black and white, but sometimes start before the machinery hits your yard: help. TT
trucknews.com WINTER 2017 TRUCKTECH 5
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Truck Tech_Winter 2017_v4.indd 6 2017-12-05 12:02 PM QUICK FIX
Brake Safety Day New truck results are in Enforcement teams completed 7,698 show a inspections during the Commercial Vehicle Safety Alliance’s Brake Safety ‘real hit’ Day on September 7, placing 14% of The inaugural North vehicles out of service for brake-related American Commercial violations. Vehicle Show (NACV Show) Of those inspections, 1,337 were is being heralded as a success completed in Canada, with the rest in after drawing thousands the U.S. Twenty-two percent of inspected of unique visitors during (File photo) vehicles were placed out of service when the four-day event in Atlanta, Georgia. all vehicle violations were considered. Co-organized by Hannover Fairs USA and Newcom, the September 25-28 Many jurisdictions also surveyed event hosted 439 exhibitors and featured 370,000 square feet of sold-out compliance with anti-lock braking exhibition space at the Georgia World Congress Center. systems (ABS), counting violations when “The NACV Show’s B2B concept was a real hit with our attendees who malfunction lamps didn’t work or stayed gave us high marks for launching such a global showcase,” said Larry Turner, on – indicating a fault. Of the 5,456 president and Chief Executive Officer of Hannover Fairs USA. inspected air-braked power units with “We are happy with the results,” added Joe Glionna, president of ABS, 11% had related violations. Trailers Newcom, which also publishes Truck Tech among other titles. “A lot of fared a little worse, with 14% of the 3,749 things worked for the larger exhibitors, but we learned that there are some trailers showing an ABS violation. changes required to ensure the smaller booths have the same experience.” Organizers are already working on plans for the next show, scheduled for International unveils October 28-31, 2019. new Uptime Center International Truck has unveiled a new Uptime Command Center in its Lisle, Illinois, headquarters – offering 24/7 shotting” components from a Parts the past four years. support with the goal of getting vehicles Distribution Center. Phillips and Temro is a manufacturer back on the road no later than 48 hours and aftermarket provider of heating, after diagnosing an issue. Wabash Canada brands cooling, and electrification systems for GoRight maintenance markets including trucking, automotive, Wabash Canada, the Eastern Canada oil and gas, and off-road vehicles. Its dealership for Wabash National brands include Zerostart, Temro, Arctic semi-trailers, is branding its growing Fox, Idle Free Systems, and Truflo. fleet maintenance business as GoRight. GoRight will support any make of Mustatia to lead trailer as well as other types of assets. CVSA in Canada Wabash Canada was established in Captain Christopher Turner of the 2005, and has a head office in Kitchener, Kansas Highway Patrol has been named Ontario, along with locations in the new president of the Commercial The center will draw data from the Mississauga, Pickering, Montreal, and Vehicle Safety Alliance, which has made OnCommand Connection telematics the Maritimes. several changes to its leadership team. network, currently capturing data from Sean Mustatia of the Saskatchewan more than 325,000 vehicles that collect- Arctic Fox maker Ministry of Highways and Infrastructure ively travel more than 14 million kilom- acquires Wolverine will serve as vice president of Region 5, eters per day. The company says existing Phillips and Temro Industries has which includes Canada. users of the system already report a 30% acquired Wolverine Engine Heaters, The changes were officially made drop in unplanned maintenance. which provides heaters for industrial on September 20 during a meeting in Working with dealers, the Uptime hydraulic systems, commercial and Whitehorse, Yukon. Command Center is also looking to personal vehicles, and other applications. The Commercial Vehicle Safety ensure parts are available around The companies have been working Alliance focuses on setting inspection the clock, even if it means “hot- under a distribution agreement for standards across different jurisdictions.
trucknews.com WINTER 2017 TRUCKTECH 7
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Truck Tech_Winter 2017_v4.indd 8 2017-12-05 12:02 PM QUICK FIX
Trucks run on Lift Institute less diesel Seven trucks have proven that 10 miles opens LiftLab per US gallon (23.5 liters per 100 kilom- The Automotive Lift eters) is possible using technologies on Institute has opened its new the road today. headquarters and LiftLab Trucks participating in the North in Cortland, New York, American Council of Freight Efficiency’s responding to growing safety Run on Less demonstration rolled into initiatives like its Lift Inspector the Georgia World Congress Center Certification Program. just in time for the opening of the first The 8,500-square-foot (File photo) annual North American Commercial site is four times larger than Vehicle Show, having logged a collective the institute’s previous Cortland office, and includes 3,475 square feet of about 80,600 kilometers since starting renovated office and conference space. their journey September 6. Highlighting the new facility is a new LiftLab that features 12 vehicle lifts Over the 17-day test 10,891 liters of from member manufacturers, including everything from motorcycle and fuel was saved, representing US $7,193, two-post lifts up to heavy-duty inground and mobile column lifts. It’s said to compared to the national average of 6.4 be the only facility in North America that brings together such a wide range miles per US gallon (36.75 liters per 100 of operational lifts for hands-on training. kilometers) in the United States. The average weight over the run was 55,498 pounds, with a top weight average of 65,000 pounds for 31 of the 99 days. The joint venture, which employs The app would also be expected to about 200 people and recorded sales provide collision details, including Hino prepares of US $300 million in 2016, is now the cost to perform the recovery and for Class 7-8 line being integrated into Wabco’s North clean-up, as well as track the time it Hino will increase the size of its manu- America Business Unit. Wabco purchased takes to clear the scene. facturing operation in West Virginia Meritor’s stake for US $250 million. as it prepares to produce a new line Meritor will continue to be Wabco’s East Coast opens of Class 7-8 trucks for the North exclusive distributor for a range of new building American market. aftermarket products in the U.S. and East Coast International Trucks (ECI) - The new trucks will be powered by Canada, while a non-exclusive arrange- an International truck dealership with the A09 nine-liter engine available in ment will cover Mexico. four locations in the Maritimes – has other global markets. unveiled a new 17,000 sq-ft building. The company will relocate current OTA, tow group The site is located in the Millbrook Williamstown, West Virginia, activ- want tow app Power Center off Highway102. ities to Mineral Wells, following a The Ontario Trucking Association and US $100 million investment that will Ontario Recovery Group are looking for Next-gen Jake create an estimated 250 new jobs an app-based electronic call system to Brake barks in ’19 by 2020. The existing Williamstown help address incidents on the province’s Jacobs Vehicle Systems is hoping to site produces Class 6 and 7 models 400-Series highways. release its next generation of the Jake and covers 245,000 square feet, but The “Uber-like” call system would Brake in 2019, the company revealed the Mineral Wells facility will cover allow police and enforcement officials at the North American Commercial 962,000 square feet. to call the closest-available tow Vehicle Show. truck in the system or the carrier’s According to Jacobs, the new High- Wabco, Meritor contracted tow-recovery provider, Power Density (HPD) engine brake is end joint venture the Ontario Trucking Association the “next logical step in engine braking.” Wabco has finalized a deal to purchase says. To be listed in the app, recovery The new brake will also deliver the the Meritor-Wabco joint venture that companies and drivers would have to retarding power needed to compensate introduced its products to North be approved, qualified, and receive for decreasing aerodynamic drag and America – although Meritor will training developed and approved by rolling resistance, compensate for the continue to distribute Wabco after- the Ontario Recovery Group and gov- trend toward lower engine speeds, and market offerings. ernment officials. avoid downshifting during retarding. TT
trucknews.com WINTER 2017 TRUCKTECH 9
Truck Tech_Winter 2017_v4.indd 9 2017-12-05 12:02 PM LEADERS SPEAK
Power Decisions Cummins president Richard Freeland on the future of electric trucks, and the challenges of developing an engine platform in a time of transition
By James Menzies
t was the diesel engine that thing. We are in the business of concept to Cummins, which has a power Cummins forged its reputation providing power to our customers.” electronics business and has worked with and heritage on over the past Cummins sees electric power hybrid-electric powertrains in the past. I century, but the company wants becoming increasingly intriguing to “We’ve been all around this area for a it known that it’s prepared to deliver the customers, as battery prices have come decade,” he said. “power of choice” into the future. down and the technology has improved. But with the focus on electric power, It was first to show a functional Class “I think that will affect all markets engine manufacturers must commit 7 electric truck – the AEOS – earlier in some way eventually,” Freeland said, early or risk being left on the sidelines this year, beating Tesla to the punch “but some are closer in, and the ones if and when a widespread transition and temporarily, at least, stealing its that are closer in tend to be more in occurs. Cummins, for example, is thunder in the race to prove elec- urban areas. We think things like urban already working on a new heavy-duty tric-powered heavy trucks are viable. bus, and local delivery, and those types engine platform that will be launched “We want to find ourselves as a power of applications could be some of the in 2022. The company says it will be a provider, not just a diesel company,” first movers to a pure electric vehicle. “hybrid-capable” engine, which will Richard Freeland, president and chief We want to be there quickly.” electrify certain functions. operating officer of Cummins, told Freeland noted Cummins has a “We think diesel, for longhaul, is Truck Tech in an exclusive interview good understanding of its customers’ going to be the predominant power at the North American Commercial requirements and is well-positioned to source for a long time,” Freeland said. Vehicle Show in October. “Although compete with any newcomers to the “When you invest in platforms, those diesel is still the biggest part of our industry who may not understand the platforms run for 15-20 years. But there business, it can be natural gas, petrol, complexities of trucking. are things around electrification that hybrid, hybrid-electric – the whole He also said electric power is not a new could be coming to a diesel engine.”
10 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 10 2017-12-05 12:02 PM “I think there’s probably more change coming at the industry than we’ve had in 20 years.” – Richard Freeland, Cummins
“I think there’s probably more value you have at the end of five years, or change coming at the industry than seven years, because that engine’s going we’ve had in 20 years,” Freeland said. to be worn through. If you’re hauling full “Before, it was, How do you maximize loads, you’re going across the country, Cummins that platform assuming you’re going to you’re going up and down terrain, this recently intro- have to meet ever-growing emissions engine’s designed and will outperform duced a new needs going forward. It was kind of a (13-liter engines) both on fuel economy electric Class 7 singular protection that we did the last and on residual resale value, and from prototype truck, time around, which served us well. We trucker acceptance. For all those the AEOS. gained a bunch of share through that reasons, it’s just the best product.” 15-, 20-year period because our engines The applications best suited for were designed with that in mind. Our 15-liter power, Freeland added, are the goal is, we do the same thing now and least likely to switch to electric. say, ‘What changes are coming at us?’” The other challenge facing engine As examples, Freeland cited electri- Freeland said Cummins is regularly makers working on a new platform is to fying compressors and implementing looking several decades into the future. ensure they’re capable of providing the engine start-stop functions like those “We do our own formulations of how connected services fleets now demand. found on passenger cars. quickly each market can move, and Cummins already offers over-the-air “I think running a lot of the auxiliary we’ve run every market out over 30 software updates on its engines. But pieces of the engine is going to be an years,” he explained. that’s just scratching the surface of opportunity here,” he explained. “Every Interestingly, Freeland said Cummins what’s possible, Freeland noted. time we do a new platform, we’re trying will continue to build upon a 15-liter “If you think to the future, and you to really look out 20 years and asking, foundation with its next engine think about machine learning, we could what are the things that could change platform, even as the industry more map what you are doing and how the and how do you design a platform for widely embraces smaller displacement truck is being used. Or what the truck’s that? You make this big investment 13- and even 11-liter engines. It’s a going to be doing tomorrow, then you can in a block and head, and you spend choice that should prove popular with put in an optimum calibration for that. hundreds of millions of dollars, and you Canadian fleets. That’s what we’re building,” he explained. don’t want to change those things or you “The most cost-effective, most “Right now, it’s a big step for the industry, throw those hundreds of millions away.” efficient powertrain that exists out there because no one’s doing that.” This means engine manufacturers like is still a 15-liter for longhaul, heavy load Today, Cummins reps can visit a Cummins must predict, well in advance, applications,” Freeland said, “which is fleet, plug into the engine, and update the power source that will be most in about 50% of the heavy-duty market. the software calibration for optimum demand many years from now. This is You can put a 13-liter in some of those performance. The vision is to be able to particularly challenging now, with so applications. You just won’t like the fuel do all that remotely, without physically much focus on alternatives to diesel. economy you get. You won’t like the connecting to the engine. TT
trucknews.com WINTER 2017 TRUCKTECH 11
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Truck Tech_Winter 2017_v4.indd 12 2017-12-05 12:02 PM BENCHMARKING
MAINTAINING STANDARDS Track maintenance costs, save big bucks
By Eric Berard
Maintenance staff at Groupe Robert use what they call “wrench time” as a KPI. That’s the time spent by an employee actually working on a unit.
ow much does a truck cost? virtually any expense that’s made in the “Silly question,” you say to department. Day-to-day consumables yourself. Chances are you’d such as work gloves are distributed by H reply: “It depends.” Depends vending machines, using ID cards to on what the truck is designed to haul, discourage waste. The use of fluids such and the choice of engine, transmission, as engine oil, coolant, or Diesel Exhaust brakes, and other key components Fluid, is also monitored closely. “It’s more being spec’d. than a cost-control measure. It’s first and Yet fleet owners and managers foremost a way for us to detect if a poten- basically ask the same question tially major problem is about to happen when they turn to their maintenance when some fluids are consumed in an personnel and ask what it costs to excessive manner,” Harel says. “It tells Maintenance money can be saved by maintain and fix a series of vehicles. us that we might need to do something putting the tire inventory burden on And maintenance people, too, probably before it costs us an engine, a transmis- a supplier. think to themselves: “It depends.” sion, or any other major component,” Daniel St-Germain and José Harel, he adds. Systematic oil analyses are also Preventive Maintenance is a must. the respective vice president and part of that early warning process. At Armour, the top maintenance-re- senior director of material resources at As vice president - fleet maintenance lated Key Performance Indicator (KPI) is Groupe Robert, know something about and equipment purchasing at Armour the cost per mile, which is not unusual. this because they are actually leading Transportation Systems in Moncton, “We look at how much we spend for a business inside a business. Services New Brunswick, Mike Gaudet also shop supplies, for oil, etc. But there’s a Mécaniques Transport Robert (SMTR) tracks all maintenance expenses. lot of information that, because of the reports to the Boucherville, Quebec- He does it in part because the fleet size of our fleet, is difficult to extract,” based fleet like any other supplier. “We typically keeps its trucks longer than Gaudet says, referring to the fact that need to get results, they keep us on a four to five years. Some older units are the computer system they use for these tight leash,” St-Germain says about the more prone to needing repairs. And if calculations is roughly 20 years old and monthly reports he presents to superiors. Armour wants the trucks to reach the could use a replacement. The Robert maintenance team tracks 1.5-million-kilometer mark, a focus on Alabama based Fleetio, a software
trucknews.com WINTER 2017 TRUCKTECH 13
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company specializing in fleet operations, also feels cost per mile is a vital metric. “This is one of the main Key Performance Indicators that a fleet is typically looking at, and it really can help them drill down into how successful they are,” says marketing director Lori Sullivan. Sullivan likes referring to a customer who told her that having one vehicle down for a single day cost the organiza- tion more than $1,000. “He had an actual cost there and he knew that. It pays to be proactive with maintenance and not let these things come up,” she says. J.E. Fortin, based in St-Bernard-de- Computer systems can be helpful to track crucial metrics such as the maintenance Lacolle, Quebec, also tracks fluid usage. cost per mile. Chairman Jean-Claude Fortin says he’s impressed with the progress made by Indicator. That’s the time spent by an St-Germain also sees value in estab- employee actually working on a unit. lishing Standard Repair Times (SRT) for “We keep the inventory “If a guy loses 15-20 minutes waiting specific jobs. “That’s how we’re able to for a shunter to bring a trailer in, it assess the performance of our people,” to a minimum level. increases the hourly rate that I bill to he says, adding that the Centaris With the dealers’ the customer,” explains St-Germain, management system is helpful with that. offering in terms of adding that the fleet compares this rate According to his colleague at Robert, to offers from other suppliers. there is no such thing as a useless spare parts, we can get them delivered in as little as two or three For Total Lube Solutions, hours. You need to know your fast – and *2:,7+7+()/2 slow – moving items.” – Jean-Claude Fortin, J.E. Fortin √ Autogreasers for Your Mobile Equipment √ Fluid Handling Equipment for Your Garage oil makers, which led to a significant √ Our Mobile Workshops Come to You drop in the quantity used. He says his trucks’ oil is now changed at 80-90,000 kilometers, while it once lasted as little as 25,000 kilometers. “At the price that engine oil and filters are, [an extended drain interval] makes quite a difference,” he says, referring to lower recycling costs for oil and filters, along with the drop in labor costs. He applies the same principle to other fluids such as coolant, windshield washer fluid, or Diesel Exhaust Fluid. “I prefer to pay a couple of cents more a Tel 1.800.668.5458 sales@ locomponents.com www. locomponents.com liter to have one that gets the job done,” G G Fortin advises. Components by: Wrench time Groupe Robert teams use what they call “wrench time” as a Key Performance
trucknews.com WINTER 2017 TRUCKTECH 15
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Truck Tech_Winter 2017_v4.indd 16 2017-12-05 12:02 PM BENCHMARKING
traveling for training – unless you have an in-house trainer. That’s the approach used by Armour. “In the past, we would send people traveling to Cummins, others to Detroit and some more at Volvo, and that cost a lot of money. Just imagine with 106 technicians,” says Gaudet. You can also make safety in the workplace part of your training and expense-control processes. At Robert, Harel makes tours different terminals to implement 5S procedures. After all, a work accident equates to a productivity loss in the shop when an experienced worker is on medical leave, and that’s on Armour Transportation Systems is thinking about switching from natural gas to top of any related increase in workers’ propane to save on shop heating costs. compensation premiums.
expense calculation. “The mode we’re in “We keep the inventory to a minimum Benchmarking is to thin anything that doesn’t provide level. With the dealers’ offering in Now that you’ve displayed all possible added value,” says Harel. terms of spare parts, we can get them rigour in expense control, how can you Energy consumption is another delivered in as little as two or three figure out if your numbers are good, fair, source of expense that can be monitored hours,” says Fortin. “You need to know or poor? Benchmarking against other and controlled. For instance, Gaudet is your fast – and slow – moving items.” carriers is a very limited science, as no thinking about whether Armour should And the bigger your fleet is, the two carriers have the same equipment switch from natural gas to propane, more important inventory control is. traveling down the same corridors. which at the moment is cheaper for At Armour, everything needs to be There are so many variables that most heating. He also points out that some multiplied by 800 trucks. “Five-thousand- carriers prefer to benchmark against facilities recycle used engine oil in dollar-apiece turbos and $1,000-apiece themselves over time. furnaces as a source of fuel. injectors are not items that you want to Yet, there’s no harm in sharing Air compressors can also be checked keep too much of in stock,” warns Gaudet. non-strategic information with the com- regularly for leaks that would otherwise Money can also be saved by placing petition to verify where you’re at. Robert make them run non-stop and waste an inventory burden on a supplier. and Armour validated that through valuable electricity. Tire retreaders will often accept insurance groups. People would gather Fortin says he experiences limits with that, according to Groupe Robert’s to discuss safety but end up talking about controlling heating bills because of the St-Germain: “Most of our casings are other topics, including maintenance nature of what the company hauls. kept in consignment. We still own them, costs. There are other benchmarking “We’re in the temperature-controlled of course, but we pay only when we forums for maintenance managers, too. business and we carry loads of bananas have them retreaded and delivered to St-Germain suggests the Technology that require a lot of heat during winter. our facility.” Besides, inventory requires and Maintenance Council (TMC) of Bananas are our bread and butter, so square footage, and that translates to the American Trucking Associations, we are very cautious with that cargo,” higher facility costs like HVAC service. and even comparing costs with the he explains. rates from leasing companies. Armour’s Tooling, training and Gaudet recommends the Canadian Inventory, warranties work accidents Fleet Maintenance Summit (CFMS). and cores Meanwhile, the most common and One thing they all agree on is the Spare parts are necessary to maintain expensive shop tools can take the form need for honesty when sharing results, and repair trucks, but you want to keep of software or other electronic devices. as some participants tend to disclose as few as possible, as they represent And the costs involve more than false information because they feel bad frozen capital that could be more useful purchases or subscriptions alone. about their numbers. elsewhere in the company. Especially if Training for these ever-changing There are no right or wrong numbers. some parts are left on the shelves for so software packages is often provided at “The idea is to understand why expenses long that they become obsolete, or the no charge by the suppliers, but expect went down or up,” says Gaudet. trucks they were saved for are sold. expenses for updated software and It’s all about maintaining standards. TT
trucknews.com WINTER 2017 TRUCKTECH 17
Truck Tech_Winter 2017_v4.indd 17 2017-12-05 12:02 PM For Truck Fleet Maintenance Professionals
April 18, 2018 • International Centre • Mississauga, ON.
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18 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 18 2017-12-05 12:02 PM SAFETY
SAFER SPACES A focus on procedures rather than shortcuts will make a difference
BY ELIZABETH BATE
he injury was a broken normally safe shop had to deal with lost board, the most common types of ankle, but Mike Wardle, the productivity hours, a worker’s compen- injuries in shops in that province are dealer manager of Gerry’s sation claim, and of course, pain and fractures, and the most common way T Truck Centre in southwest hassle for the injured worker, and all for to receive an injury is to be struck by Ontario, pauses for a second when an injury that in hindsight could have something. While the most common asked how it happened to one of his been easily avoided. body part to receive an injury to is the mechanics. It might come as a surprise that wrist, ankles aren’t far behind. The mechanic was kicking his tool injuries like this are common in shops, Despite safe procedures reported in box across the shop floor instead but according to WorkSafe BC, British shops across the country, some stories of picking it up and carrying it. The Columbia’s workers, compensation also indicate carelessness and short
trucknews.com WINTER 2017 TRUCKTECH 19
Truck Tech_Winter 2017_v4.indd 19 2017-12-05 12:02 PM SAFETY
cuts – much like the one Wardle’s Mark Samber, the health and safety culture and the mindset. It can be a mechanic tried to take – and are a manager for Cervus Equipment shops, time factor, too.” cause for concern. says keeping shops safe often comes Samber says all Cervus shops In Alberta and Ontario, strains, down to convincing employees that have proper lifting equipment and sprains, and tears are the most being safe is better than saving time. train employees on safe techniques, common injury – more than double the “The biggest challenges we have are including getting a partner to help, but next most common types – with lower educating our people on proper lifting often perceived time pressures or other backs, shoulders, and fingers being the techniques,” he said. “It’s a mindset. factors mean the employees will take most commonly affected areas. They get into a habit. It’s changing the shortcuts anyway. While this may not result in an injury every time, it increases the chances of an injury occurring. Shop injuries in Alberta, where some of Cervus’ shops are located, cost the Workers’ Compensation Board more than $20,000 in 2016, not including the lost productivity and other costs shops may incur, such as a possible raise in insurance premiums. While the effect of injuries on the bottom line is a crucial consideration for shops, the more obvious concern is that each worker gets home safe at the end of the day. More extreme injuries are rare, with a long-term injury rate in Ontario shops of just 3% in 2016, but when those injuries do occur the results can disastrous. WorkSafe BC tells the story of a mechanic who sustained a crushing PREMIUM BRANDS. injury while working under a vehicle where a jack was improperly attached. A worker who was replacing a tractor’s LOCAL EXPERTS. front brakes mounted the equipment on a jack stand not rated for the weight it was holding. After the job was done, THE RIGHT PEOPLE. THE RIGHT PARTS. THE RIGHT PLACES. the truck was left on the stand. Hours later a second employee began to There’s no beating the ease of doing business with your trusted local truck parts change the rear engine mounts when distributor. As part of North America’s Leading Truck Parts Network®, your local disaster struck, and the whole thing VIPAR Heavy Duty Parts Professional offers the brands you want and the came tumbling down. While the injuries expertise you need, with the strength and resources of a network of over 620 weren’t fatal, they were serious. locations throughout the U.S., Canada, Mexico, and Puerto Rico. Samber is familiar with this kind of mistake, and says it’s important to make sure all employees are familiar with shop procedures, and that proced- ures are updated regularly. Proving the point, a young mechanic in a Cervus shop was following the written procedure for how to work on the safety lockout for a piece equipment. A step had been added to FIND A VIPAR HEAVY DUTY PARTS the procedure to ensure it was being AND SERVICE PROFESSIONAL AT VIPAR.COM done with the least chance of injury, but no one had written it down. A piece of the equipment came loose and the
20 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 20 2017-12-05 12:02 PM STRAIGHT TALK TRAILER SUSPENSIONS
Short cam shaft makes for reduced weight and performance.
This simple alignment feature is quick and easy. Axle alignment adjustment capability is .25” at hanger.
Longest life and highest performance pivot bushings. Andrew Martell, an apprentice with Gerry’s SPIF compliant, parallelogram Truck Centre in Woodstock, self steer Ontario, works in the pit keeps the while fixing a tractor in dual draw the shop. In the six months key king Martell’s been with the pin in correct location, he says his accident record is clean. position for maximum performance and life expectancy. hood came crashing down. Luckily just employees. The first one to three the employee’s arm was caught, and months – the length of time depends 337 lbs lighter than although it resulted in a break, it could upon previous experience – is spent conventional steer axle have been much worse. being guided into the new role by a with 9” of lift. Put the best Samber says ensuring everything more senior technician. on youry equipment. is written down, and all procedures The company combines the mentor- are reviewed and updated frequently, ship with weekly staff meetings that is important to make sure everyone include a safety tip or reminder. is on the same page – especially new “It just kind of gets everyone thinking employees. about it at the beginning of the week,” he The first three months on the job said. “You can put anything on a piece of for new employees, or even a change paper, but that face-to-face time is key. Email a request for in roles for seasoned employees, is a And it just builds that culture (of safety).” more information to: critical time. In Samber’s experience, Samber says the other time when [email protected] it’s one of the two times when injuries injuries are heightened is when fatigue are most likely to occur. becomes a factor. Cervus has helped to reduce the With spring and fall maintenance number of incidents by implementing creating more customers, and clocks a mentorship program for all new springing forward or falling back, those
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Truck Tech_Winter 2017_v4.indd 21 2017-12-05 12:02 PM SAFETY
are two times of the year when workers equipment into work areas, says ago changed that policy. Now only a have the potential to be more tired or Wardle. Supervisors at Gerry’s make Gerry’s technician can drive a tractor overloaded on the job. Samber says shop sure technicians have a clean work in or out of the service bay, and a driver supervisors should pay close attention space, with easy access to gloves and is only allowed into the work area if to staff as the seasons change, and limit protective eye wear. accompanied by an employee. the amount of overtime for anyone who The shop, which opened doors at its More than two decades have passed says they feel tired or unwell. London location in 1981, used to allow since an angry driver demanded his Shop safety also means allowing drivers into the work area with their truck back from technicians working only employees wearing all the proper trucks. An incident more than 20 years on it. Wardle says he can’t remember the reason for the driver’s ire, but the customer had keys and climbed into the cab. Without looking the driver COMMITTED TO KEEPING reversed – with a technician still CANADA MOVING working under the vehicle – and went right through the closed bay doors. Wardle says there were no injuries to anyone involved. The police were called MORE INNOVATION IN ENGINEERING and charges were laid. The new safety policy was put into place immediately. FOR SUPERIOR FILTRATION On the whole, stories like these are rare. The Ontario Workplace Safety and Insurance Board (WSIB) had just 137 accident reports in shops in 2016. Alberta had just 348 for the same time period, while British Columbia had 121. Of those claims, most were small fractures, strains, strains, contusions, cuts, or other things that didn’t require time off work. For technicians looking for a safe and reputable shop to work in, or looking to see the safety record of their current employer, WSIB is making it easy to find the information online. The province’s Compass website was updated in July to make the safety records of employers available, and even lets potential employees compare the records of two companies. The province has also begun to give out awards to those employers with excellent safety records. Samber says there are a lot of resources in all provinces for those shop supervisors who want to improve their safety records. Each provincial ministry of labor or workplace insurance board offers guidance through printed materials, and support staff to answer questions, as well as online training videos and even in-person classes to help employers keep employees safe. LEARN MORE AT LUBER-FINER.CA At the end of the day, the goal is to have employees leave the shop in the same condition they started, said Wardle. TT
22 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 22 2017-12-05 12:02 PM TRAILERS
HEAVY HAULERS Bellemare’s trailer maintenance ensures equipment is ready for demanding loads
BY CARROLL MCCORMICK
ny trailer that’s expected months. The Preventative Maintenance With loads like this on their to support hundreds of program published by the Société de backs, detailed inspections of thousands of pounds clear- l’assurance automobile calls for man- Goldhofer interlines before A ly needs to be in tip-top datory inspections every four months every shift are de rigueur. shape. The law requires that very thing. or 20,000 kilometers. Bellemare per- (Bellemare photo) But heavy-haul specialist Bellemare, forms major inspections twice, four headquartered in Trois-Rivières, Que- times, or even more frequently than bec, goes well beyond regulated main- regulations require. same as the four-month inspection,” tenance schedules to ensure equipment “Normally we do [the] inspections says Bellemare shop foreman Sebastien is ready for heavy duties. every 20,000 kilometers, and GBL Belanger. Equipment may also be com- Quebec regulations require trailers (Grease, Brakes, Lights) every 10,000 pletely refurbished between projects. with a Gross Vehicle Weight Rating kilometers. We do big inspections every “In windmill transport, say, we do a of 4,500 kilograms or more to under- four months. But at the beginning of big inspection – tire pressure, rotate go mechanical inspections every 12 a job we do a big inspection, too, the tires, bleed the steering, check the
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Truck Tech_Winter 2017_v4.indd 23 2017-12-05 12:02 PM TRAILERS
“For heavy loads this cannot be neglect- ed, because driving with unequal tire pressure causes rapid tire wear. They can degrade on a single trip if the pressure is not properly adjusted,” Belanger says. Regular tire maintenance also in- cludes replacing valves and a good cleaning to reduce the chance of slow leaks. The special trailers used for hauling wind tower bases have a lot of low-hang- ing electrical wiring and hydraulic hoses, and this means they sometimes drag on the ground when being pulled through construction sites. Boxes packed with electrical con- nectors are checked for corrosion. Hy- draulic hoses, while frequently checked, are replaced every six years, regardless of the mileage logged. Some of those hydraulic systems are very complex. For example, the completely hydraulic suspension on a 128-wheel Goldhofer hydraulic platform trailer used to trans- port 225-tonne rotors for a project in Newfoundland – is capable of rapidly changing individual axle travel up and down by two feet – rapidly enough to keep the trailer level on a barge bobbing up and down at a shore-side dock. Bellemare makes a lot of modifica- tions to its trailers, and regular main- tenance may be beyond the capability of the company’s subcontractors. “Due to the complexity of the air and hy- draulic systems, our mechanics are very involved. Sometimes we go out on the Technicians replace a Teflon plate on a Schnabel trailer used to haul wind power road and help our subcontractors. They generator tower sections. (McCormick photo) may not know how to bleed the system and adjust the steering. It is very import- Teflon plates [where the tower com- make sure they are parallel, and check ant to bleed the system after replacing a ponents rub on them] – before each job. tire wear [for signs of] misalignment. hydraulic hose,” Belanger explains. After transporting eight or nine blades, We pay particular attention to the Bellemare sends technicians out to the trailer comes back and we re-check steering link bolts. We make sure they job sites to do maintenance if the equip- them,” Belanger says. have the correct torque and that they ment is too busy to be brought back to For these trailers, the most critic- are not loose,” Belanger says. home base. “Although we try and do the al components are the steer axles, for One pre-trip check a driver does heavy work at our facilities, if there is a good driveability and to keep tires with a trailer with multiple steering breakdown we are almost always able to in good condition. There are a lot of axles is a cornering maneuver. With a do the repair on the road,” Belanger says. steering linkages and tie rod ends to turn to the left, then one to the right, The company has two kinds of mod- address. “They are difficult to keep in he checks whether the steering re- ular Goldhofer trailers, called interlines. adjustment. If the steering is just a little turns to center, and if the trailer is fol- One is a pull-type trailer. The other is in, you can get a lot of tire wear, even lowing a straight trajectory. self-propelled with a built-in engine. between Trois Rivière and Ontario. The Maintaining the correct tire pressure Interlines that Bellemare bought for technician will align all the wheels to is also important for a tread’s longevity. the New Champlain Bridge project in
24 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 24 2017-12-05 12:02 PM TRAILERS
A Bellemare driver steers right, then left, then moves straight ahead to check this complex trailer steering assembly. (McCormick photo)
Montreal can be linked by radio and “Due to the complexity Maintenance work is also affected by operate in concert, say, at either end the transport routes. For instance, Bel- of several box girders bolted together. of the air and hydraulic anger says, “On a back road, where we Some of these assemblies are more than systems, our mechan- have a lot of wide turns, it is very hard 300 feet long and weigh 390 tonnes. on the bearings and wear plates.” Yet, They are purchased in two- or four-axle ics are very involved. regardless of whether a route traveled blocks, and can be linked together to Sometimes we go out was in good condition or damaged, Bel- make longer trailers. lemare still performs trailer inspections The company uses interlines to trans- on the road and help with the same systematic rigor before port box girders to the New Champlain our subcontractors.” each big contract. Bridge sites, and then shuffle them Tires are often changed to meet per- around for assembly and raising onto – Sebastien Belanger, shop mit requirements, too. “We use special the bridge pylons. Teams of six to eight foreman, Bellemare tires sometimes to meet height require- employees maintain and drive them. ments, such as 245 70 R17.5. Sometimes “Some of these guys are former mech- mentions about the New Champlain we have tire problems on the road and anics. An inspection is made at the be- Bridge project is that Bellemare must have a hard time getting these tires,” ginning of each shift. Before loading a use bio-oil for trailer hydraulic systems, Belanger says. Technicians may have to piece, the driver checks his equipment due to the proximity of the equipment to change dozens of tires to meet permits, and its different systems to ensure they the St. Lawrence River. “We have to flush and wheels are always retorqued 150 are functioning properly,” Belanger says. out the other oil and replace it with bio- kilometers after a change. Checklist items include a grease job oil. It is very expensive,” Belanger says. On the topic of parts selection, Bel- every two days, retorquing the steering Structural inspections are also part anger notes, “We use high-quality parts return arms, checking the oil level, and of the job. Bellemare’s Canadian Weld- in the bearings, suspension, hydraulic checking the brakes, steering, lights, ing Certification-certified welders hoses. When you carry 240,000 pounds, the engine, and loading anchors. check the trailers for cracks, and in- the high-quality parts give us the best An interesting tidbit Belanger spect pivots and links. chance.” TT
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Truck Tech_Winter 2017_v4.indd 25 2017-12-05 12:02 PM LIGHTING
Let there be light How to snuff out those lighting-related maintenance headaches
BY JAMES MENZIES
sk any maintenance manager to list their big- changing out sections and it becomes plug-and-play. It gest pain points, and electrical issues – often speeds up the repair time and helps with the diagnostic associated with lighting systems – are likely to time, because you can isolate where the wiring harness A appear near the top. Lighting systems and wir- may have failed and break it apart, which is much easier ing are prone to corrosion and failure, but it’s often because than having one harness.” of poor maintenance practices and not because the lights When repairs are made, shortcuts can lead to further themselves are faulty. problems. Some technicians don’t want to give up trad- Fleets should begin thinking about ways to drive down itional methods such as poking wiring harnesses with a lighting-related downtime and costs when they spec’ new test probe or sealing connections with electrical tape. trucks, and especially trailers. Light emitting diode (LED) lighting will last much longer than traditional incandes- cent bulbs, and fully sealed wiring harnesses will be best at protecting the wiring from contamination. “It starts at the time of purchase,” said Tim Gilbert, corporate director, heavy-duty sales with Peterson Manufacturing. “There are electrical systems out there for semi-trailers that are fully sealed and fully return ground all-LED systems, that you’re going to have the least amount of problems with. It all starts with specifying new trailers that are going to cost you a little more up-front, but over the life of the trailer you’re going to see a huge return.” Many fleets today are choosing to go this route, in hopes of extending the life-cycles of their trailers. Mark Irwin, “Test probes shouldn’t be used,” Gilbert emphasized. who has been maintenance manager with a large fleet, “They create a breach in the jacketing of the wire, and that has overseen the maintenance of a large trailer fleet for a becomes a corrosion point. Corrosion will wick all the way national leasing company, and now provides consulting through that wire. There are a lot of shops that won’t allow through his company Winix, agreed spec’ing is important. test lights in their shops, you have to use an ohmmeter so “We traditionally spec’ trailers with amp connectors you’re not probing those wires.” that are a higher grade of waterproof connections, and we Equally bad, is splicing the wire and then using a regular strive for a lifetime warranty on our wiring harnesses,” he butt connector without a proper seal. explained. “Then we divide the trailer into three sections: “If you’re going to do a repair, do it properly and get it sealed the forward section, the one for the bay area, and one for back up – otherwise you put a band-aid on a gaping wound the very tail section over the suspension. So, if you have and it’s going to bleed out sooner or later,” Gilbert said. a rear-end wiring harness failure or accident, you are Better connectors are now available, but Irwin said some
26 TRUCKTECH WINTER 2017
Truck Tech_Winter 2017_v4.indd 26 2017-12-05 12:02 PM technicians stubbornly cling to old methods. “The style of repair is so important. As tech- nology changes, there are more convenient ways of joining wires,” he explained. “Everybody is so traditional thinking in making repairs on lights, Volvo’s and using traditional butt connectors. Even the simplest thing like a butt connector has evolved from a standard crimp and you have to put shrink bright tube over it to waterproof it, to butt connectors that are shrink-tube designed so you just crimp and heat and the shrink tube is included. Now there idea are butt connectors that have solder built into the connector so as you heat it, it is soldering at the same time. It’s a one-step connection and it’s solid – it will never be pulled apart. Sometimes the folks in LED headlights are becoming increasingly popular on heavy the industry on the front line are not familiar with trucks, and for good reason. They produce a sharper, whiter it, or they think there’s going to be a cost savings by light, and the light emitting diode bulbs last much longer than staying with the traditional connector.” traditional incandescent bulbs. Costs have also come down as Irwin also stressed the importance of applying they’ve become more mainstream. dielectric grease on the lighting terminals, where But for years there’s been a consistent knock against LED the wires plug into the lights – and don’t assume headlights: that they don’t generate enough heat to keep the new trailers arrive from the plant pre-greased. lenses clear in snowy or icy conditions. Volvo addressed that “When you are buying new trailers, you actually concern with the LED headlights on its new VNL and VNR want to include that as part of your pilot review,” he model trucks. The company worked with European supplier said. “I can’t remember how many times we’ve been ZKW, to build Volvo LED headlights that have a small fan in a situation where we’ve had lighting corrode pre- installed behind the light. maturely only to have the light manufacturers tell A thermostat activates the fan when temperatures become us ‘That’s not our issue, you didn’t put dielectric high, or low. It’s a myth that LEDs don’t generate heat, says grease on it.’ We say we bought it attached by the Jason Spence, product marketing manager with Volvo, but the OEM and the lighting manufacturers did not give heat they do produce is located behind the bulb rather than in instructions to the OEMs that dielectric grease front. is mandatory. Now it gets into a finger-pointing When temperatures drop and the headlight can become exercise where you have lights that are good for obstructed by snow and ice, the fan automatically activates 80,000 hours failing because of corrosion in the and pushes the warmth generated by the LED bulb to the lens, first couple years of ownership. So now we make where it will melt snow and ice. In hot temperatures, when the that part of our pilot review to ensure the OEM has heat generated by the LED is enough to shorten its life, the fan applied the dielectric grease as instructed.” activates in reverse mode, pulling the heat away from the bulb Mark Assenmacher, director of marketing for and extending its life. Peterson Manufacturing, agreed the industry “The fan is only used when needed, so with the LEDs’ life standard PL-3 and PL-10 connections must be expectancy of 10,000 hours, the fan has a design life of 6,000 greased, “or they’re a nightmare.” hours based on the worst-case usage cycles,” Spence told Gilbert recommended pulling the connections Truck Tech. He adds the fan is the reason Volvo has been able apart and greasing them when conducting DOT to extend the life expectancy of its LED bulbs to 10,000 hours. inspections every six months or so. Better yet, he “The more we can pull the heat off that heat sink (behind suggested, spec’ a weather-tight sealed connection the bulb) the better the life, and that’s one reason we can system. achieve over 10,000 hours,” Spence explained. Another common mistake made in the shop, The best news for technicians and maintenance managers? noted Gilbert, is frame grounding the wires. “The new Volvo headlamps are maintenance-free parts,” “Any place you do a frame ground connec- Spence added. tion, you’re asking for a corrosion spot,” he They come standard on the new VNL and VNR models said. “Whether it’s been grounded through the introduced earlier this year. TT mounting screws that hold the light in place, or a ground wire, there’s always a corrosion point.” TT
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Truck Tech_Winter 2017_v4.indd 27 2017-12-05 12:02 PM EQUIPMENT WATCH
3I\MUSǺIVWHMIWIP EJXIVXVIEXQIRXWIVZMGIOMX ,IXXLSWI[LIIPW Nexiq Technologies’ new diesel FEPERGIHUYMGOP] aftertreatment service kit is designed to be Rotary Lift wants to make balancing used during a routine cleaning to remove wheels quicker and easier with the release particulates and soot that impede or of its R544 Pro Truck 2D wheel balancer. obstruct honeycomb filters. The product enables technicians to Diesel particulate buildup in quickly and accurately balance a wide honeycomb filters within the front face range of commercial truck, bus, and passenger of a heavy-duty vehicle’s diesel oxidation tires. It features a microprocessor with self-cali- catalyst can prevent regeneration of bration and self-diagnostic features, and has specific programs for static, dynamic, the aftertreatment system. However, a and light alloy and aluminum wheels. reverse-flow air cleaning of the diesel Just one spin with a low rotation speed offers all necessary values, while oxidation catalyst reduces aftertreatment the R544 can raise up to 441 pounds with an integrated wheel lift and has exhaust back pressure and enables the a pneumatic wheel lock. An electro-pneumatic brake keeps the wheel in the technician to safely run a parked regen. unbalanced position, and a digital caliper with optical scan provides 2D automatic Nexiq says its new service kit will data input of distances and diameters up to 26 inches. change the way technicians manage Visit www.rotarylift.com/Wheel-Service/Wheel-Balancer/R544 for more on the the removal of soot and particulate R544 Pro Truck wheel balancer. matter building up on the face of the diesel oxidation catalyst. The kit includes a 13”- and six-inch aftertreatment adapter, retaining collar, It also includes a 5.0 CFM vacuum software also provides truck repair shops retaining straps, and blow gun assembly. pump, integrated printer, ambient the ability to build custom inspection Not included in the kit is a source of humidity sensor, three temperature worksheets specific to their needs. compressed air, shop vacuum with a sensors, four pressure sensors, vacuum Mitchell 1 says TruckSeries is the 2.5-foot diameter hose, and a dust bag micron sensor, and heater belt, and is only comprehensive repair information to capture soot removed from the diesel hybrid certified. The ACX1180C meets software suite of its kind available for oxidation catalyst. certification requirements including SAE Class 4-8 trucks, and delivers a one-stop J2788, SAE J2099, and UL 1963, and is shop for data resources for all makes. backed by a two-year parts and labor Visit www.mitchellrep.com for more 2ELPIƶW&VGXMG5VS warranty. information. &(< (HIWMKRIHXS Visit www.servicesolutions.mahle.com MRGVIEWITVSHYGXMZMX] for more information. .8.VIPIEWIWEYXSQEXIH Mahle Service Solutions’ ArcticPro 2MXGLIPPVIPIEWIW XVEMRMRKXSSPWTIGMǻGEPP] ACX1180C offers a fully automated program JSVXVERWTSVXEXMSR to recover, vacuum, leak test, and charge an 2EREKIV*8VYGO*HMXMSR A/C system. With Mitchell 1’s Manager SE Truck Edition, MRHYWXV] The ACX1180C the company says independent shops that Instructional Technologies Inc. (ITI) features an service Class 4-8 vehicles now have access has released Sentix, a fully automated integrated test to a system to help manage every aspect of web-based learning management system function to capture their operation. (LMS) that can integrate with any fleet a before and after The software offers a complete system to management system. snapshot of any help shop owners streamline the functions Equipped to assimilate scheduling, work. required to run their business. Manager tracking, verifying, and managing And the unit SE Truck Edition integrates with Mitchell training, Sentix provides fleets with recovers more than 1’s TruckSeries, providing immediate customizable web-based portals and 95% of heavy-duty access to repair information, trouble code dashboards using application program A/C system refrigerant and diagnostic procedures, labor estimating, interfaces (APIs) to transportation has a high capacity 50 pound internal and management tool in one platform. management and other enterprise DOT cylinder to service larger commercial When combined with the optional ProPack systems – giving safety and training vehicles. customer communications toolbox, the departments the ability to perform
28 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 28 2017-12-05 12:02 PM a variety of tasks. These can include automatically assigning training based on hire date, requirements, incidents, policies, 8LIRI[TSYRH and regulations; tracking the expiration GETEGMX]VIQSXI dates of licences, medical certificates, and GSRXVSPPIHPMJX endorsements; sharing data between back office systems; and running reports based Rotary Lift expanded its product line on a range of parameters on individual with the release of the Mach 14 Flex drivers and groups. mobile column lift with a rated capacity of 14,000 pounds. Powered by RedFire, the wireless, remote-controlled 3I[GSQFSOMXSǺIVW lift is available in configurations of two, four, six, or eight columns, providing GSQQIVGMEPZILMGPI capacity of 28,000 pounds per axle and up to 112,000 pounds total, and can be used to lift most medium-duty and heavy-duty vehicles. HMEKRSWXMGW The MCHF14 Flex replaces the MCHF13 Flex, which had been the lowest-capacity Mahle Service Solutions lift in the Rotary Mach Flex powered by RedFire. has collaborated with Now offering mobile column lifts with capacities of 13,000 pounds, 14,000 Noregon to introduce the pounds, 18,000 pounds, and 18,800 pounds, Rotary customers can now choose new TechPro Diagnostic between wired and wireless communications, and remote versus column controls, Systems VDS combo kit, with remotes providing technicians the freedom to walk around the vehicle and offering diagnostics for bay to check for issues while lifting. light and commercial The MCHF14 Flex offers a joystick control for two speeds of up and down vehicles. movements, and Rotary’s LockLight technology is built in, illuminating a green light Powered by JPro, the on top of each column when mechanical locks are engaged. TechPro Commercial The new lift is battery-operated with an onboard charger, with software updates Diagnostic System implemented without the use of cords, keys, chips, or opening the lift panel. (VDS1000HD) provides There are built-in forklift pockets and a spring-loaded steering and braking system. the heavy-duty market Learn more at www.rotarylift.com/LIFTS/MCH14-Flex. with a tool to analyze, diagnose, and repair commercial vehicles. It can also run diagnostics on the aftertreatment system, including graphic combo kit allow users to activate and use spiral wrap – a 1-3/8” inner diameter – in interpretations and checklists to help the VDS1000 and VDS1000HD diagnostic pre-cut lengths of eight and 10 feet. technicians throughout the process. software and includes regular updates. Mini pre-cut wraps are also available The kit is ideal for mixed fleets and Visit www.servicesolutions.mahle.com for do-it-yourself installations and are municipalities that service a variety of for more information. designed to avoid time-consuming vehicle sizes, providing more than 54,000 removal and replacement of traditional heavy- and medium-duty fault codes with 5LMPPMTWƶWTMVEP[VET spiral wrap when repairing or replacing detained OEM-level components and electrical or air cables. Minis avoid having trailer descriptions. LIPTW]SYHSMX]SYVWIPJ to wrap the cables with full-length wraps, Users can view and print log files, Phillips Industries’ newly released spiral wrap as they are strategically placed along the obtain fault management information, makes it easier to replace old assembly to hold the cables together. store and save data, and review total spiral wrap and to make Spiral wraps are also a good alternative vehicle health status. The VDS1000HD new combination air and to cable ties, because the latter option can adapter is also fully RP1210c and J1939 electrical assemblies. The damage rubber air lines that contract Type 2 compliant. popularity of 3-in-1 and 4-in-1 during braking. Mahle says its previously introduced assemblies is due to their In addition to wrapping TechPro VDS1000 can decode a Vehicle ability to keep cables combination assemblies, Phillips’ Identification Number in seconds, and a organized and shielded spiral wraps can be used on wiring, scan of vehicle-wide diagnostic trouble from damage, and with Phillips’ hoses, and tubes, and protect cable codes on all modules takes 30 seconds or new pre-cut spiral wrap, replacing the assemblies from abrasion, tangling, less with the Bluetooth-enabled vehicle wrapping on these combinations is simpler, chaffing, wire pull-out, and deterioration. communication interface. the company claims. Visit www.phillipsind.com for more One-year subscriptions to the VDS Phillips is offering its most popular-sized information. TT
trucknews.com WINTER 2017 TRUCKTECH 29
Truck Tech_Winter 2017_v4.indd 29 2017-12-05 12:02 PM INSIDE THE NUMBERS with LOU SMYRLIS
Have dedicated Company still tire staff responsible for Roll with it tire maintenance & purchasing with That’s exactly what many Canadian fleets are doing leased fleet when it comes to tire maintenance, according to the results from our recently completed Annual Truck Tire Yes 45% Buying Trends Survey. The research shows that more than a third have increased the amount of tire work Yes 87% done in house over the past five years. Even in cases 55% where some or all vehicles are leased, almost 9 in 10 No respondents indicated the fleet remains responsible for 13% tire maintenance and purchasing. The main reason for No keeping tire work in house is ease of access to vehicles.
Where tire service Main reason for doing is performed tire work inhouse
Mix Lower of both cost
40% 35% of respondents of respondents
32% 65%
By Ease of servicing access to dealer vehicles 28%
In house
Changes to in-house tire work Main reason for servicing dealer over the past five years performing tire work
Stayed No budget same for dedicated 46% tire staff of respondents 48% of respondents
37% 39% Increased Lack of equipment 18% 14% Lack of Decreased training
30 TRUCKTECH WINTER 2017 trucknews.com
Truck Tech_Winter 2017_v4.indd 30 2017-12-05 12:02 PM Truck Tech_Winter 2017_v4.indd 31 2017-12-05 12:02 PM The shape of trucks to come
You recognize big change when you see it. The new Volvo VNL looks fast even before it starts rolling. On the road, turbo compounding and streamlined aerodynamics help to save up to 7.5 % more fuel. Inside, drivers will notice remarkably enhanced work and living spaces. A new 70-inch sleeper featuring a reclining bunk and telescopic ladder. A game-changing, one-of-a-kind steering wheel, a high-end infotainment system and the most ergonomic seats on the road—just a few of the innovations defining the shape of trucks to come. For a more complete picture, check out the Top 10 Stories at volvotrucks.ca INTRODUCING THE NEW VOLVO VNL
Truck Tech_Winter 2017_v4.indd 32 2017-12-05 12:02 PM