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SPRING 2020

Power Shift

Will electric vehicles transform the aftermarket?

On the (side of the) Road Again What to look for in a rolling shop

Disc Decisions

Canada Post Publications Mail Agreement No. 40063170

Disc brakes deliver shorter stops, and new maintenance needs

WHEEL WELL 4 steps to keep wheels secure

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Volvo Dynamic Steering makes driving easier. Driving strain is reduced because steering requires less effort. It compensates for sidewinds and removes vibrations from rough roads. Backing is simpler as well, thanks to the automatic return to center. With Dynamic Steering, it’s good to be in the driver’s seat. Learn more at volvotrucks.ca

Dynamic Steering

is written and published for owners, managers and maintenance supervisors of those companies that operate, sell and service trucks, truck trailers, and transit buses.

SPRING 2020 VOL. 5 NO. 1 Editorial Director John G. Smith johng@newcom.ca • [416] 614-5812 Contributing Editors Derek Clouthier, Abdul Latheef, James Menzies, Jim Park, John G. Smith Managing Director Trucking and Supply Chain Group Lou Smyrlis lou@newcom.ca • [416] 510-6881 Creative Director Tim Norton tim@newcom.ca • [416] 510-5223 Art Director Elaine Borg elaine@newcom.ca • [416] 510-5223 Production Manager Alicia Lerma alicia@newcom.ca • [416] 510-6845

WHEEL ENDS

WHEEL WELL 4 considerations to keep wheels safe and secure

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Power Shift Electric vehicles will transform the aftermarket, eventually

Departments 9

Editorial ................................................... 5 Quick Fix .............................................. 6-7 Equipment Watch ............................ 20-21

Disc Decisions 15 Disc brakes deliver shorter stopping distances, and a few maintenance needs On the (side of the) Road Again Mobile repair units play a valuable role in keeping fleets running

Star Performer Lewis Motor Sales’ Brandon Wesselius earns honor at Navistar tech rodeo

Techs Talk............................................... 22

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Cover: The secret to keeping wheels in place begins with proper installation procedures.

22 trucknews.com

Task planning is at the forefront of successful garage workload management. Find out how to get the most accurate picture.

SPRING 2020 TRUCKTECH 3

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Editorial

Stay Safe and Secure Trucks rely on data, but the systems can be open to attack BY JOHN G. SMITH

We live in an era of the increasingly connected vehicle. Every component short of a piece of metal seems to come equipped with some sort of sensor, gathering data about everything from pressures to temperatures, fault codes to voltage. Forms can be automatically populated with VINs, vehicle service histories, and more. It can be a powerful force for those who work in service bays and fleet offices alike. But open doors also introduce new vulnerabilities. A task force discussion during the recent meeting of the American Trucking Associations’ Technology and Maintenance Council (TMC) demonstrated just how broad such threats can be. Cybersecurity wasn’t really a consideration when the J1939 databus was first established decades ago. And the transportation sector has become a favored target for ransomware attacks around North America, where business systems are held hostage until some form of payment is made. Those who spec’ and update vehicles can serve as a first line of defence by ensuring that security protocols are part of the discussion when choosing any new system or component. Admittedly, this can be a challenge. The new threats are exploiting systems that haven’t been an established part of the spec’ing process for very long. This goes beyond choosing the right horsepower and torque to move a load, or choosing a tread design that can combat irregular wear. The good news is that help continues to emerge. The Society of Automotive Engineers (SAE) and TMC are developtrucknews.com

“Cybersecurity wasn’t really a consideration when the J1939 databus was first established.” ing new standards to ensure a level of protection for future systems. Through its oft-quoted Recommended Practices, TMC is in the midst of developing guidance for insurance considerations and what to do if an attack occurs. The ATA’s Fleet CyWatch even offers a service that allows fleets to share information about attacks, to warn others. The National Motor Freight Traffic Association has developed a Ransomware Playbook, which can be used to develop plans on what to do when a vulnerability is exploited. It has also reported extensively on the types of threats that exist in the world of trucking. (See www.nmfta.org/pages/HVCS for details.) Further research is under-

way at Carnegie Mellon University. The more you know about the threats, the better equipped you are to ask vendors about the steps they take to ensure systems are safe, and steps that can be taken to ensure underlying data remains secure. Such steps will become more important over time, especially with the onset of advanced driver assistance systems (ADAS) and semi-autonomous vehicles. Hackers who take control of GPS receivers, for example, can fool systems that rely on the related data for geofencing, navigation, positioning, tracking, fleet management, and tax collection. Thieves could use such information to lead drivers into a trap, or convince a semi-autonomous vehicle to apply the brakes by telling the truck it’s further up the road than it actually is. During the recent TMC task force meeting, one security software vendor showed a video of a Tesla being duped in this exact way. In some respects, this has all become easier to do. Spoofing equipment that cost hundreds of thousands of dollars just three or four years ago has been replaced by Software Defined Radios that can be bought for less than $100 and outfitted with downloaded spoofing software. Depending on the antenna, it can interfere with signals from miles away. Yes, security systems are being developed. Trusted vendors are not blind to the risks. But informed purchasing and maintenance teams can play their part, and help to ensure that new vulnerabilities are addressed. When the threats are known and accounted for, everyone can feel more safe and secure. TT SPRING 2020 TRUCKTECH 5

QUICK FIX

Ontario shop fined $85K for worker’s death An Ontario automotive shop has been fined $85,000 for a May 25 workplace accident that killed an employee who was replacing a damaged air spring on a dump truck. The Ruggieri Brothers worker had connected the spring’s plastic base to the bottom mounting plate, and then attached a coupler to the air hole and connected the shop’s air compressor. The bag then exploded, sending shards of shrapnel in all directions. The compressor’s gauge read 149 psi when it was examined by Ministry of Labour personnel. The maximum internal air pressure capacity for the shock absorber bag was 100 psi. The bag’s operating pressure when connected to the truck’s air supply was 80 psi.

Breadner secures exclusive Hyundai rights Breadner Trailers has been named Hyundai Translead’s North American Dealer of the Year, and has been given exclusive rights to the Greater Toronto Area. Breadner began representing Hyundai Translead in 2018. At the time, the company said it changed brands because Hyundai offers a highly customizable trailer for the Canadian market, and because of its scale it’s able to offer short lead times even when demand is high. The company added a Mississauga, Ont. location in 2018 to support Toronto-area customers.

Vision Truck Group named top Mack dealer Vision Truck Group has been named Mack Trucks’ Canadian Dealer of the Year, while Nextran Truck Center in Tuscumbia, Ala., won top North American honors. The awards recognize dealers that consistently exceed their business targets for sales, parts and leasing, as well as those that continue to grow their business and score well with customer satisfaction. 6 TRUCKTECH

SPRING 2020

Magnum goes big with warehouse

Magnum Trailer and Equipment has added 7,300 sq.-ft. of space to its warehouse facility in Abbotsford, B.C., in a move to support a new Quick Ship Program that will increase inventory levels and reduce lead times on shipments. The footprint of the overall warehouse is now 20% larger, and the inventory capacity has doubled. Quick Ship promises next-day shipping and reduced lead times on popular moose and tube bumpers, chain hangers, and cab guards. That will support a just-in-time inventory management process for dealers.

Emergency SPIF change delayed The Ontario Ministry of Transportation will defer the enforcement of new rules that govern the emergency controls for self-steering lift axles, in what’s known as a SPIF configuration. Regulatory changes introduced last July will allow an in-cab switch to lift self-steering axles in emergency situations, when working with Safe, Productive, Infrastructure-Friendly (SPIF) trucks or tractors. But the vehicle option requires an independent switch that also activates the four-way flashers at the same time. “Original Equipment Manufacturers [OEMs] have only recently expressed that meeting the provisions of the regulatory conditions is possible, but would require about one year to plan, engineer and implement a proper technical solution,” writes Ian Freeman, director of the ministry’s carrier safety and enforcement branch. “The ministry will

defer enforcement of the regulations governing the in-cab emergency override controls until Nov. 1, 2020.

North American work truck fleets expanding Almost half (48%) of the North American fleet executives surveyed by NTEA – an association representing the work truck industry – expect to expand in the coming year despite challenging economic conditions. That’s up eight percentage points over a similar survey in 2019, and utility/telcom fleets appear the most poised for growth. Referenced economic headwinds include capacity utilization limits, a slumping construction sector, tariffs, and political uncertainty. But those are somewhat offset by consumer confidence, good credit availability, manageable inflation, low interest rates, and local and state spending. trucknews.com

Manitoba looks to increase biodiesel Manitoba’s announcement that it will increase the share of biodiesel in its fuel supply from 2% to 5% has been met with varying reactions from those in the trucking industry. “It has a negative impact on performance and our guys will stay clear of it,” said Payne Transportation president Thomas Payne. “We can expect them to fuel more in North Dakota.” Payne said his drivers, who are made up primarily of owner-operators, already use several additives to ensure the current 2% biodiesel mixture performs in cold-weather conditions. The Manitoba Trucking Association says its support would require the fuel to provide energy equal to or greater than diesel, cost the same as or less than diesel, provide tangible environmental benefits compared to diesel, meet Canadian standards, be acceptable to engine OEMs, and not negatively impact operability.

UAP acquires Master Sourcing The Heavy Vehicle Parts Division of UAP has acquired Master Sourcing, based in Bois-des-Filion, Que. Master Sourcing is a major player in the distribution of hydraulic and pneumatic parts for trailers and dump trucks. UAP plans to maintain Master Sourcing’s facilities in Bois-des-Filion and keep the team in place, including former owner and founder, Pierre Asselin. TT

LEADERS AND TRAILERS. We have both. (And lots of them.)

Mahle partners with Grant Bros. Mahle Aftermarket has partnered with Grant Brothers Sales of Mississauga, Ont., to expand its portfolio of aftermarket solutions to customers across Canada. Mahle will work closely with the Grant Brothers team of 28 sales and customer service personnel to distribute technologies including thermal management products, diagnostics and service solutions, as well as spare parts.

trailcon.com | 855-ROAD-RPR

Altruck International wins presidential honor Altruck International Truck Centres has won the International Truck Presidential Award. The award, introduced in 2018, honors the top International dealerships that achieve the highest level of performance in a number of benchmarks, including customer satisfaction. Altruck is one of only 14 North American dealerships to earn this recognition in 2019. trucknews.com

SPRING 2020 TRUCKTECH 7

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POWER SHIFT Electric vehicles will transform the heavy-duty aftermarket … eventually BY JOHN G. SMITH

hose who sell parts and repair trucks might feel uneasy when reports emerge about a coming generation of electric trucks. There are reportedly about 33% fewer parts to consider when internal combustion engines and transmissions are replaced by motors and gearboxes. Features such as regenerative braking are expected to dramatically reduce brake wear. As for many of the fluids needed to keep components moving? They can remain in their tanks and drums. Think of them as disruptors. But presenters during the annual Heavy Duty Aftermarket Dialogue stressed that the changes are not coming overnight. Chris Patterson, a consultant and former Daimler Trucks North America CEO, counts just 50 electrified heavy trucks in North America. About 88% of today’s trucks run on diesel, with the remaining 12% mostly powered by gasoline, said John Blodgett, MacKay and Company’s vice-president of sales and marketing. The volume of natural gas equipment barely accounts for a single percentage point. Five years out, he expects 1% to be electric, 2% to be natural gas, 12% to be gasoline, and 84% to be diesel. But a decade from now, forecasts suggest a split of 76% diesel, 11% gasoline, 7% electric, and 5% natural gas, with a fraction of a percent relying on hydrogen-electric power. Existing internal combustion engines will still be in service, and need to be serviced, but trucknews.com

Volvo is the latest OEM to showcase battery-electric commercial vehicles. But how long until equipment like this has an effect on the aftermarket? (Photo: Volvo Trucks North America)

aftermarket suppliers are now preparing for their roles in the changing mix. “This is real, for sure,” said Delphi Technologies CEO Rick Dauch. He isn't the only one to share that belief. A day after he participated in the panel, BorgWarner announced that it was acquiring Delphi to leverage the manufacturer’s power electronics products, capabilities and scale.

lion because of the downturn in lightduty diesel controllers,” Dauch said. “We think we’re going to double our electrification business in five years.” That has meant opening five new plants in Eastern European markets like Turkey, Romania and Poland alone. Deciding when the market will emerge is no small task, however.

‘All in’ on electric vehicles Aftermarket support is needed “As programs are launched five to six years from now, what are the parts coming back?” Dauch asked the crowd. “Braking and steering; the fuel injection business will go down, but not for 2025 years.” The electric vehicles will also require a gearbox and motor. “You still have a business model,” he assured the crowd of aftermarket professionals. Shifting emissions standards are largely responsible for the transformation that is occurring. In Europe, Volkswagen’s diesel emissions scandal and future emissions rules of Euro 7 will essentially sideline diesel-powered cars. Delphi’s light-duty diesel business has dropped 70% in just five years, leading to plant closures in Spain, France and England. “We’ve got a billion-dollar business in electrification, last year down $200 mil-

Dana has also gone “all in” on electrification, said chairman and CEO Jim Kamsickas, referring to Dana’s work on e-drives with Kenworth and Peterbilt. Its gasket business is focusing on the needs of battery cooling systems and enclosures. But he also puts the demand for new electric vehicle systems in perspective. “The mechanical piece is still going to be there.” The demand for the new components and systems, however, has both companies challenged to find enough capable software engineers. Delphi has 1,600 of them now, and it needs more. “Just being a motor supplier, just being an inverter supplier, just being a gearbox supplier itself, yes you’ll get value out of that. But in the longhaul you’re going to need to have engineers,” Kamsickas said of the work to develop systems. TT SPRING 2020 TRUCKTECH 9

WHEELS

WHEEL WELL

4 considerations to keep wheels secure and safe BY JIM PARK

eeping your wheels where they belong should simply be a matter of process. Here are four reminders of what needs to be done when servicing truck tires and wheels to ensure they do not separate from the truck.

1. Bearing installation and adjustment Wheel bearings account for a smaller percentage of the overall number of wheel separations, but they are a factor. Wheel-end failures result from overor under-tightened bearings or lack of lubrication. Under-tightening (excessive endplay) can cause the wheel to wobble on the spindle, damaging the seal, which can lead to a loss of lubricant and eventual failure of the bearings. Over-tightening (excessive preload) can damage the bearing – causing overheating, seal failure, and lubricant loss. Bearing manufacturer SKF strongly recommends establishing accurate and repeatable wheel bearing installation/ adjustment procedures to ensure consistency, as does Recommend Practice 618B from the American Trucking Associations’ Technology and Maintenance Council (TMC). It describes a nine-step installation and adjustment process, depending on the type of wheel end assembly, ending with the use of a dial indicator to verify correct adjustment. But industry sources say that final step is often left out, despite being one of the most critical parts of the process. “That’s a recommendation for an ideal 10 TRUCKTECH

SPRING 2020

situation,” admits SKF key account manager John Heffernan. “Getting techs to use torque wenches was a huge step for the industry. Use of dial indicators is growing, and more fleets are adopting the practice, but we still have a long way to go.” Additionally, Heffernan says techs occasionally incorrectly install pre-set or LMS-type hub systems, torquing the nut down and then backing it off, as they would when installing conventional single- or double-nut systems. “That can damage the spacer and the bearings,” he says. “Fleets should work with the techs to ensure they understand how to in-

stall the various types of wheel-end systems they use.” Bearing failure leading to a separation takes time – first, for the lubricant to leak out, which leaves very visible oil residue on the inside tires. Then the bearing has to heat up enough to self-destruct. Drivers should be made aware of the symptoms of a pending bearing failure, such as oil on the tires, excessively hot wheel hubs, smoke, or a burning odor from the wheels or grinding noises. They should also be alert for an ABS lights coming on unexpectedly, which according to Jeremy Gough, director of national fleet

Proper fastener torque is critical in wheel installation. Use only a calibrated torque wrench or pneumatic tool designed for the purpose. Impact wrenches should never be used to set the final fastener torque.

trucknews.com

WHEELS

maintenance at Bison Transport, could be caused by a loss of contact between the sensor and the excitor ring, resulting from a wheel that’s flopping around on the axle spindle. Gough takes steps to ensure bearing and wheel installation is done right in the first place. For example, having a second technician check the work before the truck or trailer is released from the shop. He also puts every technician involved in wheel-end work through a training program at least once a year. Drivers get similar training, but specific to what they can do to prevent wheels from coming off, he says. “We take the threat of wheel separation seriously,” he says. “We use the pointer-type wheel-nut indicators that will show us if a nut is loosening off. And we check all the wheel fasteners on every truck that comes into the shop, even if it’s for a lighting issue. We check the nuts first, then fix the lights.”

2. Wheel and hub preparation Before you even think about putting the wheel back on the truck, there’s a little prep work to do. The contact surfaces between the hub and the inner and outer wheels must be absolutely free of dirt, rust, grease and other contaminants. “A buildup of foreign material on the wheel-end mounting surfaces causes extra thickness in the joint,” says Brandon Uzarek, Accuride’s field engineer for wheels. “The foreign material may settle or work its way out of the joint, causing the tension in the bolt to decrease, resulting in a loss of clamping force.” Extra care is needed with painted steel wheels. For one thing, rust can develop under the paint if the finish is broken, causing flaking. This material can drop out over time, reducing the clamping force. The coating thickness on a painted wheel is important, too, as coatings thicker than 3-3.5 mm can affect the mounting surfaces between the bolt holes. trucknews.com

WHEEL-OFF NUMBERS CONTINUE TO RISE The causes of wheel separations are well known. They include bearing failures, broken or missing wheel fasteners, damaged wheels and – to a lesser degree – failures of certain axle and suspension components. What’s not fully understood is why these events continue to occur. In Ontario – the poster child for wheel separations – 2,327 wheel separations were reported between 1997 and 2019, according to that province’s ministry of transportation (MTO). Eleven people lost their lives to separated truck wheels in the province during that period. Those figures do not include the other provinces and territories in Canada, nor do they include unreported cases. During the mid-1990s, Ontario investigations into a spate of fatalities involving separated truck wheels led officials to conclude there was a problem with the way trucks wheels were being handled, maintained, and installed by wheel service technicians. In response, the province established the Commercial Vehicle Wheel Service (CVWS) training program in 1996. It required anyone servicing truck tires and wheels to take a tire and wheel service technician training and certification course, which included a set of standard procedures for installing and servicing related components. The following year, the number of reported wheel separation events hit its highest level ever, at 215. We saw a downward trend in separation events between 1998 (99) and 2010 (47), but they began creeping upward again in 2011 (56), spiking to 147 in 2013. The number has remained north of 125 through 2019 (127). There’s clearly some correlation between the number of separations and the number of trucks on the road and kilometers driven, but research and incident investigations suggest there’s a strong connection between lax maintenance practices and the potential for an incident. Despite the training and certification program, the abundance of training material and step-by-step instructions provided by wheel component suppliers, industry associations and others, the numbers continue to rise. Clearly, we’re still overlooking something. TT

The contact areas must be rigorously cleaned with a wire brush to remove all foreign material before mounting the wheel. Wheel studs should also be cleaned with a wire brush to rid the thread grooves of rust and foreign material that can affect torque on the nut.

3. Proper fastener torque “A brand-new Grade 8 M22-1.5 wheel bolt and nut can provide approximately 50,000 lb. of clamping force when 500 lb-ft of torque is applied. When applied to the entire 10-bolt wheel end on a hub-piloted wheel, that equates to 500,000 lb. of clamping force,” says Uzarek.

Those figures apply to new wheel nuts, usually mounted on new hubs using new studs. There’s little published research on the impact of hardware aging and degradation caused by use and environmental factors, but the Heavy Vehicle Wheel Separations: Exploring The Causes study, by Ottawa-based Woodrooffe and Associates, suggests that re-using degraded flange nuts could be problematic. “Anecdotal tests have shown that as [two-piece] flange nuts age, or when they are re-used, their torque/clamping force characteristics can be as little as 50% of the design value,” the report notes. “Given that hub-piloted wheels SPRING 2020 TRUCKTECH 11

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WHEELS

Fastener retainers can prevent nuts from backing completely off, but they won't indicate a possible loss in clamping force caused when excess material wears down, and the space between the wheel and mounting face comes loose. Periodic torque checks are still required.

“We don’t cut corners on wheel maintenance and service. It’s not cheap, but the money is better spent being proactive than reactive.” – Jeremy Gough

“We don’t cut corners on wheel maintenance and service,” he says. “It’s not cheap, but the money is better spent being proactive than reactive.”

4. Wheel fastener retorque

Bearing failures are less common than fastener-related separations, 26% compared to 65%, say several investigative reports on wheel separations.

depend exclusively on clamping force to prevent the wheel from separating from the hub, it is clear that such a reduction in torque/clamp force characteristics represents a significant risk.” Tighter is not better, especially when re-using studs and nuts. Many technicians attempt to achieve maximum clamping force by applying more than 500 lb-ft of torque without realizing the possible consequences. “If a wheel stud is subjected to excessive torque, it is possible to stretch the trucknews.com

stud past its yield point,” cautions Uzarek. “If this occurs, the joint will act as if it is under-torqued, and there will be low clamping force.” The best way to avoid this condition is to snug the nuts and then bring them up to their final torque with a calibrated torquing device. “Impact guns are not recommended,” Uzarek stresses. Bison uses a calibrated pneumatic torque wrench from McCann, which Gough says costs about $8,000.

With all that said, there remains one step in this process that fleets rarely, if ever, comply with – the wheel-fastener retorque. The manufacturers of heavy truck wheels recommend that wheels be checked for correct torque between 80 and 160 km after wheel installation. Doing that is extremely difficult in a logistics sense for most fleets, but there are alternatives Some suggest running the truck around the yard with a loaded trailer, doing a series of tight right and left turns and hard brakes to give the wheels an opportunity to settle onto the studs and against the mounting face of the hub, and then retorquing them. Others recommend flagging the unit for a retorque the next time it arrives in the yard. Neither situation is ideal, but both are better than ignoring the requirement to retorque the wheels after installation. TT SPRING 2020 TRUCKTECH 13

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BRAKES

DISC

DECISIONS Disc brakes will shorten stopping distances, but they still have maintenance needs BY JOHN G. SMITH

here seems to be no stopping the rollout of disc brakes. The stopping systems that emerged as an option for most OEMs around 2008 had become standard on steer axles by 2012, says Freightliner on-highway product manager Kenton Mitchell. Their use continued to expand as collision mitigation systems were introduced, and by 2018 four OEMs offered air disc brakes on steer and drive axles. While 5% of trucks were equipped with these brakes in 2010, the take rates on new Class 8 trucks are now closer to 25%. He expects the share to exceed 50% by 2025. “It’s more, ‘How fast is it going to increase and how high is it going to go?’” he told an audience at the annual meeting of the American Trucking Associations’ Technology and Maintenance Council (TMC). That could be a good thing. The brakes are more responsive, will reduce brake wear, and shorten stopping distances. Drum brakes on the steer and drive axles will meet the Federal Motor Carrier Safety Administration’s requirement to stop within 250 feet at 60 mph. Put air disc brakes on the steer axle alone, and the stopping distance improves by five feet. When put across the steer and drive axles, about 15 feet will be saved. When they’re combined across the entire tractor-trailer, the stopping distance is down 20 feet. Still, there are challenges. The brakes are heavier than drums, and they have a higher initial purchase price. Users trucknews.com

need to understand the total cost of ownership for their specific applications, Mitchell said. He also referred to the natural resistance to change, and the fact that users are simply more familiar with drum designs. At a shop level, one of the most important factors to consider is that air disc brakes still require ongoing maintenance. “Disc brakes are not maintenance-free any more than your drum brakes were,” said Jim Boyd, manager of fleet technical services at Southeastern Freight Lines, which now has discs on 30% of its tractors and 11% of van trailers. Inspections are required just as often, he said, stressing the importance of monitoring rotors and pads, to ensure there’s always enough friction material to protect the rotor. “Pay close attention to the pads and pad life. A pad that gets into the rotor is a very expensive proposition – not just from a parts perspective, but from labor, wheel seal, and potential bearing cost,” he said. “Some manufacturers offer tooling that is used to do wheel-on inspections,” Boyd added, noting that they may display measurements such as remaining rotor thickness and a percentage of the remaining brake pad. Other systems incorporate visual keys for the carrier and rotor. “The measurement process of the components is more precise for disc brakes compared to drums,” he said. Boyd lists several factors that need to be considered when working on disc brakes. Caliper adjustment testing; guide pins and boots; tappets and boots; pad

thickness from one end of the pad to the other; the condition of the inside pad compared to the outside pad; and the condition and thickness of the rotor. Like any maintenance work, it will also require a particular set of tools. Much can be accomplished with normal hand tools and leather gloves, a wheel-on inspection tool, caging tool, and torque wrench. Feeler gauges, a dial indicator and base, small inspection mirror and light, and a digital slide caliper for measuring the thickness of the rotors and pads will round out the kit. TT

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Task planning is at the forefront of success The best garages know how to identify the workload. This practice encourages priorities, planning and the sound organization of resources, in addition to managing urgent and spontaneous breakdowns.

Identifying the workload

and scheduling workers are all ways to improve shop performance.

In this garage, the foreman has an accurate picture of the tasks at hand. He knows what work is required on each truck, its complexity, the parts required and the estimated time for each of the tasks. It also makes use of a maintenance schedule with automated follow-ups.

Timely Assignment Under these conditions, the last step is to assign the work in advance to the right people and location. The mechanic(s) will have time to prepare their environment, retrieve the required parts and inform themselves about the tasks at hand.

Order by Priority When the foreman knows the workload, the next step is to organize by priority. In other words, the foreman must take the time to determine the tasks, critical as well as non-critical; all while taking into account the availability of the units, mechanics and equipment.

Estimation and Performance Once determined, set objectives and estimate the time required for each task. This identifies the requirements within the established time frame. Evidently, preparation applies to more than just jobs. It applies to mechanic availability and material resources. Preparing the required parts (â€œkittingâ€?), organizing the shop and equipment, making technical references available

What about you? Before you purchase a maintenance management software, it is to your advantage to understand the gains you will make by doing so. Among these gains are: the possibility of short-, medium- and long-term planning for maintenance and repairs; the ability to verify the availability of parts in addition to reserving them and the flexibility to adjust mechanicsâ€™ schedules and tasks. Lastly, your software must show you an overview of the workload and capacity of your resources for a given period of time in order to distribute tasks uniformly to avoid overload or low periods throughout the year.

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WABCO

Wabco’s World Supplier takes over aftermarket destiny, prepares for future BY JOHN G. SMITH

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ftermarket suppliers who wanted Wabco products have long turned to Meritor for the orders. But no longer. As members of the industry gathered during Heavy Duty Aftermarket Week, Wabco was standing on its own, having officially ended the distribution agreement for a portfolio that included ABS technologies, stability control, advanced driver assistance systems (ADAS), air systems, and other related products. By March, the company expected to be fully responsible for distributing the products including stability control systems, hydraulic and pneumatic ABS components, OnGuard and OnLane ADAS, electronically controlled air suspension systems, air dryers and cartridges, and air compressors. But another pending deal will transform the supplier in other ways. A proposed merger between Wabco and ZF Friedrichshafen AG is expected to close within months. As part of that, Wabco has also entered into an agreement to sell RH Sheppard to Bendix Commercial Vehicle Systems for US $149.5 million. The decision to divest that business, which develops steering systems, comes in the wake of a U.S. Justice Department’s anti-trust review of the proposed Wabco and ZF merger, and a related settlement order approved by the U.S. District Court for the District of Columbia. “By combining the two companies, we really bring a very, very strong potential to the industry in terms of transmission, powertrain, as well as brake systems and steering and the complete vehicle control chassis combination,” said Wabco Americas president Jon Morrison. Other potential benefits could come in leveraging the strengths of the two global manufacturers and their respective technologies. With Wabco, for example, ZF picks up a strong presence in the trailer segment. And there’s no mistaking a commitment to maintain and grow the Wabco brand itself. “We’re able to bring the complete Wabco proposition to the market.” Morrison said. TT trucknews.com

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SERVICE VEHICLES

ON THE (side of the) ROAD AGAIN Mobile repair units play a valuable role in keeping fleets running BY JAMES MENZIES

s truck complexity has increased, a visit to a shop is more frequently needed to get a broken-down truck back up and running. But mobile repair units still play a valuable role in minimizing breakdown expenses and keeping units rolling. We recently caught up with James Allewell, chief operations officer of Tubby’s Truck & Trailer and Tubby’s Tire Service, and Serdar Okur, Idealease service and maintenance manager with Rush Truck Centres of Canada, to discuss trends and challenges facing mobile repair unit operators.

Finding technicians Finding skilled technicians is an industry-wide challenge. Finding techs willing to crawl under a truck when it’s -20 C and snowing on the side of a busy roadway is even more difficult. “Mobile technicians must be aware of the dangers that roadside repairs can have,” acknowledged Okur. “These techs have to be more experienced than any other technician because repair decisions have to be made quickly and executed quickly.” In fact, Okur said a mobile technician should have at least five years of shop experience. “And in my opinion, driving a truck in his past experience might help as well,” he added. “He needs to be more than an oil change technician. Mostly because today, we are going out on calls for drivers that often are not experienced themselves. A lot of the time, we go out on a call and our mobile techs 18 TRUCKTECH

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have to educate the driver on how the unit operates.” While being a roadside technician is challenging, it can also be rewarding, pointed out Allewell. Often, mobile technicians will drive 20 minutes to a service call, do 20 minutes of work, and drive 20 minutes back to the shop. “There’s time where it’s crap,” he admitted, “but other times where it’s pretty easy work.”

Spec’ing the trucks A key consideration when choosing a mobile repair vehicle is gross vehicle weight, and whether or not the truck will require a D/Z licence operator or a

CVOR. Tubby’s has transitioned to Mercedes-Benz Sprinter vans. “We are right at the limit before needing a yellow sticker,” Allewell said. Fuel economy was also a consideration. “We are always heavy and we idle a lot. It’s by far the cheapest vehicle to operate. We easily get 20 mpg with them.” Tubby’s runs five mechanical service trucks, and four tire service trucks out of Dorchester, Ont. The most common calls for its mechanical service trucks are for air leaks and aftertreatment regen issues. Okur said Rush operates heavier medium-duty trucks when performing

“Mobile technicians must be aware of the dangers that roadside repairs can have.” – Serdar Okur

Tubby’s chooses a bright yellow, reflective paint scheme to protect roadside technicians. trucknews.com

SERVICE VEHICLES

THE LEADING CAUSES OF ROADSIDE BREAKDOWNS Five systems accounted for 64% of all roadside repairs reported by fleets taking part in a Technology and Maintenance Council and FleetNet America study during the third quarter of 2019. Tires, brakes, lighting, powerplant and cooling systems were the leading culprits. Meanwhile, the costs of those repairs continues to rise. For the first time since the benchmarking study was launched in 2017, costs for a mechanical roadside repair exceeded US$400. That marked a 26% increase over Q3 2018. “Costs per repair looks like a permanent headwind our industry is facing,” said Robert Braswell, TMC executive director. Jim Buell, executive vice-president - sales and marketing with FleetNet, attributed the rising costs to the technician shortage and basic economics of supply and demand. The average roadside repair time is increasing, driving up costs. Repairs are also becoming more complex. Technologies such as tire inflation systems extend the time it takes to replace a tire, for instance. Buell also emphasized the opportunity to reduce roadside repair costs by implementing better preventive maintenance programs. In the LTL segment there was a 14% gap between the best-in-class operators and the vertical average, but that jumped to a whopping 188% between best-in-class truckload operators and the truckload average. “People in our industry think of roadside repairs like death and taxes – it happens, just deal with it,” Buell said. “If you have one truckload fleet that can run 41,000 miles between breakdowns, why can’t everyone in the truckload vertical do that?” The TMC/FleetNet America Vertical Benchmarking Program is designed to help TMC member fleets drill into their data. TT

on-site oil changes, but pickup trucks and Sprinter vans are also viable. “Our latest mobile truck is 20 feet, however 18 feet. is also available through our Idealease network. A couple of our old mobile units require a D/Z licence to drive. However, going forward we will only order G Class since it is even harder to get a technician with a D/Z licence,” Okur said. Safety spec’s are also important, to lessen the risk mobile techs face on the job. Tubby’s has gone to fully reflective, high-visibility yellow paint schemes. At Rush, safety training – in-class, online and hands-on – is ongoing. “There are certain things a mobile tech trucknews.com

should be aware of and follow at every service call, such as turning on hazard lights while working, putting wheel chocks, removing the key from the ignition, blocking the unit with his or her mobile unit while working on it, and pulling the unit to the safest lane or position and keeping constant communication with dispatch,” he noted.

Equipping the truck Outfitting a mobile repair unit is a delicate balance between ensuring the technician has all the tools needed to do the job, while not exceeding GVWR.

A Tubby’s Sprinter van loaded with all the tools needed, but still able to operate without CVOR or a D/Z driver.

“On our service trucks, we have a full set of torches, welder, generator, large air co compressor, and a large stock of parts,” Allewell said. Okur said hand tools are the m most important consideration, and rhymed off a list of such tools. “At roadside you don’t want to have to pull out an air line or cables unless absolutely needed. Basic tools such as wrenches, sockets, ratchets, screwdrivers, filter wrenches, battery booster, ladder, drill gun, flashlight, battery-operated bit driver, 3/8-inch drive battery gun, etc.” When choosing a mobile service provider, Allewell suggested making sure they have a shop to bring the truck back to if necessary, for further repairs. “You can’t always fix it on the side of the road. If a person doesn’t have a shop, you’re stuck looking for somewhere to go,” he added. TT SPRING 2020 TRUCKTECH 19

EQUIPMENT WATCH Mack bulldog seeks bite of MD market

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Mack Trucks is returning to the medium-duty truck market with a new Class 6/7 lineup that will be assembled at a dedicated facility in Roanoke County, Va. Known as the MD Series, the trucks begin serial production late this summer. The new Roanoke Valley Operations location represents a US$13-million investment for the OEM, 250 new jobs, and an annual economic impact of $364 million for the region. “We have a lot of customers already in our portfolio who already run medium-duty trucks, and they’ve been asking us for a single-source solution for quite a while,” said Jonathan Randall, senior vice-president of North American sales and marketing. Mack hasn’t had a medium-duty offering since discontinuing the Freedom model in 2002. Earlier offerings in these weight classes included the MC Series and Midliner. The Class 6 Mack MD6 has a gross vehicle weight rating (GVWR) of 25,995 lb., while its Class 7 MD7 counterpart has a GVWR of 33,000 lb. They’ll focus on applications including dry van, refrigerated, stake/ flatbed, dump and tank trucks, and be available in 4x2 configurations. The truck will be available in eight wheelbase lengths, supporting typical bodies that run from 10 to 26 feet. A 103-inch bumper-to-back-of-cab measurement will help to load up the front axle and deliver a tight turning radius as well. The Mack MD will come equipped with a Cummins B6.7 engine that can deliver 220-300 hp and 560-660 lb-ft of torque, and Meritor front and rear axles. An Allison 2500HS six-speed automatic transmission will be standard, although an Allison 2500RDS is available for those who need a PTO. Base models will ride on a spring suspension, although a Mack Maxlite air suspension is optional. Wheels will come in a standard 22.5-inch size, but 19.5-inch wheels are also available.

Snap-on laser pinpoints temps

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Snap-on is getting a read on temperatures with the new diagnostic thermal laser, offering laser-guided temperature readings, thermal imaging, and storage for hundreds of images – all in a single tool. Featuring laser and thermal components, it will measure temperature readings of up to 1,800 Fahrenheit (1,000 F in a thermal mode), and deliver thermal imaging. Thermal image blending is combined with a visible-light camera to offer extra detail, delta readings within the laser mode, and a trigger to capture images and temperature readings alike. There’s also a built-in LED light, and 32x32 thermal sensor resolution. trucknews.com

Accuride sheds wheel weight Accuride is shedding weight off its Accu-Lite family of aluminum wheels, and has also unveiled a 38-lb. 10-handhole wheel among the offerings. The 22.5x8.25-inch wheel has undergone two years of field tests on Canadian highways, too. Three other wheels are shedding between three and four pounds each, thanks to a new aluminum alloy. A second-generation 24.5x8.25-inch wheel weighs in at 50 lb. Two versions of a 22.5x14-inch third-generation Duplex wheel weigh 51 lb.

Heat and release with innovations Induction Innovations has unveiled two new induction heating tools to help release seized aluminum and steel parts and panel bond adhesives. The ALFe 3.5 and ALFe 5.0 deliver precise, safe and reliable heat, salvaging parts that might normally be discarded in the repair process, the company says. The 230V/16A/P1 Alfe 3.5 (IC-3500) offers a nine-minute duty cycle, and includes an LED indicator light and safety shutoff. It comes with a one-year warranty. Its counterpart, the ALFe 5.0 (IC-5000), is a 208V/20A/P3 tool that comes with a 30-minute duty cycle as well as the LED indicator light and safety shutoff.

Meritor rolls out disc rotors Meritor has unveiled all-makes aftermarket air disc brake rotors for linehaul, refuse, vocational, coach and trailer applications. The components are made with a high-quality cast iron to control peak operating temperatures, the company said, adding that the rotors promise durability, long friction life, and resist fade. They incorporate the same cooling vanes found on Meritor Genuine firstfit rotors used by original equipment manufacturers. trucknews.com

Eaton adds Bezares PTOs Eaton is adding two new Bezares PTO units to its portfolio. The Bezares 95X series fourbolt, rear-mounted model for the Eaton Cummins Automated Transmission Technologies Endurant 12-speed automated transmission joins the new Bezares PTO for the Detroit DT12 automated transmission.

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The Bezares 95X features pneumatic shifting and comes with three different internal ratios and popular output types. The offset design also improves the position of the attached pump, Eaton says. The heavy-duty, two-gear 120X Series is built with an aluminum housing and fits the DT12-DA/14.92-1.0 and DT12OA/14.96-1.0. It features internal ratios of 1:1 to 1:1.8, and offers four different output positions. A lube pump flange is also included with the PTO.

Zonar connecting Cummins updates Zonar is now offering Cummins Connected Software Updates, supporting over-the-air engine updates with the Zonar OTAir app. Details about the required updates for specific engines are offered through a Cummins portal. But the Zonar device is more than a simple conduit for the data. OTAir also helps to ensure data security during the transfers by validating the VIN to ensure the correct vehicle receives the update.

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TECHS TALK

STAR Performer

Lewis Motor Sales’ Brandon Wesselius earns honor at Navistar tech rodeo BY ABDUL LATHEEF

he first time Brandon Wesselius entered the Navistar Technician Rodeo in 2018, he almost felt like he shouldn’t have been there. It was that tough, he said. The 30-year-old from Owen Sound, Ont., decided to compete again in 2019 so he could feel better about the experience. “My main goal was not to try to win, not to beat others. It was…just so that at the end of the day, I can feel good about myself,” Wesselius told Truck Tech after winning in the truck category. The finalists were selected from an overall group of 900 technicians. Only Navistar Diamond Certification holders can participate in the annual event. Getting certified itself is a tough, long process involving multiple online tests, Wesselius said. Each year, the certified technicians get a 24-hour window for a two-hour online test encompassing all aspects of truck repairs. The winners qualify for competition. The final round, held in Woodbridge, Ill., involves a series of stations designed to simulate service areas. The contestants are assessed on how quickly and effectively they navigate their way through the stations, diagnosing and fixing problems along the way. Wesselius was one of three contestants, including one competing in the bus category, from Lewis Motor Sales – a major dealer for Navistar’s International trucks. Prior to joining Lewis Motor in 2018, he worked for more than 10 years at another Navistar dealer, Altruck International Truck Centres in Guelph, Ont. He got that job through the Ontario Youth Apprenticeship Program, a popular school-to-work project. By joining the trucking industry, Wesselius was just following a family

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Brandon Wesselius of Lewis Motor Sales. tradition, too. His father, Ed, has been a longhaul trucker for more than 50 years. But Ed Wesselius never wanted his son to become a truck driver. “He regretted being away from home all the time, so he didn’t want that to happen to me. He said, ‘No, you’re not allowed to be a trucker,’” Brandon Wesselius recalled. So, for him, the closest thing to becoming a trucker was working as a truck technician. There is also one other person who has inspired him so much – his wife Jen. They have been married since 2016. Wesselius said Jen helped him “come out of my shell and become more sociable.” If it was not for Jen’s support, Wesselius said, he wouldn’t have participated in the competition. For his efforts, Wesselius received a Navistar certificate and a gift card worth $2,500. And his employer acknowledged his success with a “nice bonus,” he added.

“My main goal was not to try to win, not to beat others. It was…just so that at the end of the day, I can feel good about myself.” – Brandon Wesselius

The technician even spends his spare time with grease under his fingernails, although that work focuses on motorcycles. “I have done two bikes so far. I did a 1980 Honda CM400, and then I did a 1997 Suzuki GS1000.” Now he can say he applies some star power to the tasks. TT trucknews.com

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