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Keep the work flowing through triage and shop organization

Chamber of Secrets

5 fixes for common brake problems

Wheel Choices It’s time to think beyond steel versus aluminum

SPRING 2021

Cash in on fuel ýeÚ_ æ¹ Ú¡ ƍƾ e É üe SÉ

The next generation Volvo D13 Turbo Compound engine is the most fuel efficient we’ve ever offered, with fuel savings so undeniable that we’ve made it standard in our most popular VNL models. Depending on application, the D13TC provides fuel savings up to 6% over our 2020 D13 VGT engine. Thanks to Dynamic Torque and an improved wave piston design, the D13TC now helps almost any fleet in any application save money on fuel. Learn more at volvotrucks.ca/en-ca/trucks/powertrain/d13tc

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

Wheel Advice

SPRING 2021 • VOL. 6 NO. 1

Options and considerations go beyond steel vs. aluminum By John G. Smith

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The Efficiency Effect Triage programs and organized tasks keep trucks rolling through the bays By Abdul Latheef

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Unlock fixes for 5 common brake problems By John G. Smith

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DEPARTMENTS Editorial ......................... 5 Quick Fix ........................ 6 Techs Talk..................... 14 Cover: Refined processes keep the service bays flowing. (Photo: Volvo Trucks North America)

For the garages of tomorrow, predictive maintenance will be at the forefront of equipment maintenance. SPRING 2021 TRUCKTECH 3

The Advent of Predictive Maintenance For the garages of tomorrow, predictive maintenance will be at the forefront of equipment maintenance. The combination of the Internet of Things and Big Data managed by a Computerized Maintenance Management System (CMMS) will extend the life of your trucks by improving operating parameters and avoiding interruptions. PREVENTIVE MAINTENANCE, which dominates the tasks of existing garages, consists of maintaining equipment at regular intervals based on normal operation. In this sense, it advocates the replacement of parts by precaution, reducing the number of failures your assets may go through. With curative maintenance, the truck is repaired only after the failure is detected. The transportation, loading, delivery or other activity must be stopped, making turnaround times critical.

HOW PREDICTIONS WORK Nowadays you can put many sensors on a truck to measure operating parameters. This builds up data directly from the weakest elements. The retrieved information paints the contours of predictive maintenance based on the continuous analysis of an equipment’s health and the detection of signals that warn of failures, such as the viscosity of oils, vibration of components, voltage variations, etc.

EXCHANGE SPEED

THE NOT SO DISTANT FUTURE

Identifying sensor data allows for continuous monitoring and immediate detection of operating deviations. In a predictive maintenance environment, your system knows your trucks condition in real time at any given time. All this information at your fingertips with optimized operations of your equipment offer you several advantages: fewer incidents, limited risk of serious failure, longer service life for trucks, better response planning, reduced down time, and reduced inventory.

Predictive maintenance requires a greater investment than curative and preventive maintenance since it involves the establishment and management of a fleet of connected objects in addition to storage and processing infrastructure data. With a steady decline in costs, within a few years, this model will become increasingly accessible to businesses and will position itself as a key facet of maintenance management software to provide managers with all the analytical tools and real-time interpretations.

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EDITORIAL

Pandemic Parts Covid-19 is bringing lasting change to the truck shop. It’s not all bad. BY JOHN G. SMITH

The empty shelves admittedly left me with an uneasy feeling in the early days of Covid-19. Grocery store aisles were stripped bare of staples. Shoppers had hoarded toilet paper of all things. Was it time to give in and stock up like everyone else? What kind of stresses would the supply chain have to bear? Parts procurement teams faced similar questions of their own. The concerns were hanging over every purchasing decision, everywhere. But as supply chains were largely restored over the past year, thanks in no small part to truckers, mechanics and their essential services, it’s important to acknowledge that the shop procurement process has changed along the way. It is no longer business as usual. To be more precise, the pandemic is reshaping what usual will become. There may even come a time when we’re thankful for a few of the changes that emerged because of a few temporary barriers. Look no further than the plexiglass screens that now divide parts counters. I have to believe – or at least hope – we will be able to close the six-foot gap and return to deals by handshake someday. But the need to maintain a safe distance has altered the way some information is exchanged. The business of truck repair was already on a digital path, of course. Hand-scrawled repair orders have steadily given away to databases and Vehicle Maintenance Reporting Standards in recent years. Covid-19 has simply accelerated the pace of change.

In the past year, we’ve seen more repair details communicated by smart phone and computer than ever before. Once you digitize something it can be measured. And once it can be measured, it can be improved. During this year’s Heavy-Duty Aftermarket Dialogue – held virtually because of Covid-19 – Hub Group executive vice-president of maintenance and equipment Gerry Mead referred to other benefits that have been realized through the broader use of online training in the shop. Participating technicians don’t need to struggle for a view from the back of a crowd. Everyone with a computer monitor gets a front row seat. There’s an added benefit to broader online training where it’s available. The push for digital lessons is capturing more of the institutional knowledge that’s otherwise lost when long-time employees retire. And they were retiring at an accelerated rate before Covid-19 came along. Pandemic-related restrictions have even introduced better workflows in service bays. In a bid to reduce face time at a parts counter, more shops are having goods delivered straight to technicians. It’s a step that keeps people on task, and enhances productivity. More of these parts are being sourced through online channels, too. SAF-Holland, for example, saw e-commerce activities surge from 7% to 25% of sales in the past year. Increases like that are leading suppliers to make all-important investments in their online platforms. Volvo and Mack’s recently unveiled

(Illustration: iStock)

parts platforms are 10 times faster than their predecessors, and reduce the steps needed to log in, source the right parts, and place the orders. Wayne McKitrick, vice-president of sales at NA Williams, said his team stepped up contact by phone, email and video to replace a traditional “feet on the street” strategy. Maybe it will be possible to serve more customers, and more effectively, with fewer people in the field. Covid-19 still has plenty of additional challenges in store. As 2021 began, manufacturers faced shortages of the computer chips that play a central role in building a modern truck. They’re the types of issues that could lead to bottlenecks and production slowdowns. And they likely won’t be the last product-specific shortages in the year to come. But amidst all the chaos, shops and suppliers alike are adapting and realizing better business practices along the way. Maybe some good will come out of this mess after all. SPRING 2021 TRUCKTECH 5

QUICK FIX Biodiesel blend upped in Manitoba (Photo: iStock)

Manitoba has adopted new blend requirements for ethanol in gasoline and the biodiesel in diesel, prompting criticism from the province’s largest trucking association. The amount of ethanol required in gasoline increased to 9.25% from 8.5%, and will further grow to 10% on Jan. 1, 2022. Biodiesel content in diesel increased to 3.5% from 2%, and will rise to 5% on the same date. “These higher blends are not reliable and lead to increased downtime and maintenance costs for our industry,” said Manitoba Trucking Association executive director Terry Shaw. Before the latest increases were introduced, little or no biodiesel had been blended into Manitoba fuels in cold months. The previous target of a 2% blend was reached by incorporating 5% biodiesel in warmer weather.

Roadcheck places 20.9% out of service

Daimler hit with recall-related fine Daimler Trucks North America (DTNA) has been slapped with a US$30-million civil penalty for tardiness in recalling vehicles. A National Highway Traffic Safety Administration (NHTSA) consent order will see DTNA pay a $10 million fine, invest $5 million on projects to enhance safety, and face a deferred penalty of $15 million if certain conditions are not met. It also has to develop and implement an advanced data analysis program to improve its ability to detect and investigate potential safety defects.

Hino halts production until September Hino is halting truck production and sales in the U.S. and Canada – affecting sites including its facility in Woodstock, Ont. – until September. The OEM announced through a press statement that the production halt was being implemented following “challenges” with the 2021 engine certification testing process for new model years of the A09C, J08E, and J05E Hino diesel engines.

Canada betting big on hydrogen

(File photo)

More than 50,000 inspections were conducted across North America during the annual three-day Roadcheck blitz run from Sept. 9-12, leading to an overall vehicle out-of-service rate of 20.9%. There were 12,254 vehicle-related violations recorded overall, the Commercial Vehicle Safety Alliance (CVSA) says. Based on 3,993 Level 1, 2 and 3 inspections in Canada, there were 1,214 6 TRUCKTECH

vehicle-related out-of-service violations. But 1,788 power units and 917 trailers earned CVSA decals for successful inspections. Brake systems continued to account for the majority of equipment issues, representing 32.1% of the vehicle-related violations in Canada. Those were followed by cargo securement (19.4%), tires (12.9%), brake adjustment (10.4%), and lights (7.5%).

SPRING 2021

The federal government has released an in-depth hydrogen strategy it says will position Canada as a global leader in the emerging clean fuel industry. The feds will put $1.5 billion into developing the industry, through a LowCarbon and Zero-Emission Fuels Fund. “Hydrogen’s moment has come. The economic and environmental opportunities for our workers and communities

(Source: NRCan)

are real. There is global momentum, and Canada is harnessing it,” said Natural Resources Minister Seamus O’Regan. Among other things, the funding will be used to support a nationwide hydrogen refueling network able to support more than 5 million fuel cell electric vehicles by 2050. It will also incentivize the adoption of zero-emissions vehicles. The refueling infrastructure will be focused on regional hubs, and high-profile medium- and heavy-duty fuel cell electric vehicle pilot projects will be supported.

Hillier to lead Trailcon ops Trailcon Leasing has named Jamie Hillier vice-president – maintenance and operations, in a role that will see him focus on expansion projects, streamlining operations, and implementing best practices. Hillier was most recently Ryder System’s senior operations manager – Ontario West. Prior to that, he was regional service manager for TransX Group. He will report to Jerry Brown, president of Trailcon Leasing.

Lion plugs in ChargePoint deal Lion Electric has entered into a reseller agreement with ChargePoint, one of the world’s largest electric vehicle charging networks. The Quebec-based electric truck

QUICK FIX maker will offer ChargePoint’s full line of commercial chargers and cloud services through its LionEnergy division. “LionEnergy’s mission is to offer our clients a wide range of end-to-end infrastructure solutions, from Level 2 to ultra-fast DC charging stations. With both AC and DC solutions, along with high-quality fleet management software, ChargePoint’s technology is ideally suited for heavy-duty transportation customers,” said Marc-Andre Page, vice-president of commercial operations at Lion Electric.

Truck orders in record territory Classes 5-8 truck orders closed 2020 in “near-record” territory, according to preliminary December data from ACT Research. Class 8 orders totaled 50,900 units, down 2% from November but up 153% year-over-year, marking the fourth-best month ever, ACT reported. Classes 5-7 orders came in at 35,100 units, up 28% from November and bettering December 2019 orders by 73%. That marks the second-best month in history for medium-duty orders.

months ending in November to the same period last year, the latest Ritchie Bros. data suggests. Prices for used heavy equipment tracked by the auctioneer were up 1%, while the prices for used truck-tractors and used vocational trucks held steady, according to the latest Ritchie

Bros. Used Equipment Market Trends Summary. (Each figure falls within the study’s 1.5% margin of error). Truck-tractor prices increased significantly more in the U.S., which recorded a 7% increase for the same timeframe. Prices for used vocational trucks increased as well, but by 3%.

WE CALL IT TRAILERCARE. It’s our ﬂeet management service that has everything you need to keep moving: preventative maintenance, repairs, and emergency response – all backed by technology that gives you the full picture.

Decisiv integrates SRM with Navistar Decisiv has integrated its service relationship management (SRM) platform with Navistar, allowing more than 30,000 SRM users to connect with International dealers across North America. “Customers that use the Decisiv SRM platform can create service requests and receive status updates from the International and IC Bus service network through the International 360 service communications solution,” said Brian Mulshine, Navistar’s director – customer experience. “The direct integration between the two platforms demonstrates our commitment to providing customers a choice with open access to service communications.”

TrailerCare by trailcon.com | 855.ROAD.RPR

Used truck prices flat: Ritchie Bros. Canadian used truck prices were relatively flat when comparing the three SPRING 2021 TRUCKTECH 7

WHEELS

WHEEL ADVICE Options and considerations go beyond steel vs. aluminum BY JOHN G. SMITH A quick glance at a truck or trailer wheel doesn’t exactly trigger thoughts of high technology. With the exception of different surface treatments, they look much like their counterparts that have been (ahem) around for decades. They deserve more credit than that. Weights have dropped dramatically as engineers refine design elements while maintaining the all-important load ratings and durability. The appearance continues to be enhanced as well, whether through a powder-coated steel or an aluminum offering with a special surface treatment. There are even plans to make truck wheels smarter, as companies look at the valuable data that could be gleaned from a wheel end. One project by Maxion, in a partnership with ZF Openmatics, is using sensors to measure vehicle load; tire pressure, temperature and humidity; speed; and vibrations. With a wireless link, that’s all fed to the driver and cloud-based servers. “How smart can a wheel be?” asks Alcoa global technical manager Douglas Mason, referring to his company’s research into the potential. “There are a lot of things going on in that area.”

Shedding wheel pounds There are plenty of potential wheel benefits to consider in the purchasing process, but the draw of every option will vary depending on the application. The advantages of lower weights are 8 TRUCKTECH

SPRING 2021

a given when it comes to bulk haulers, for example. “Every ounce can be turned into revenue,” says J. David Walters, Alcoa’s manager of warranty and field service. A wide-base aluminum wheel can strip 50 lb. off a wheel end when compared to dual steel wheels and doubled tires. A 22.5 x 8.25 aluminum wheel can weigh below 40 lb., and the steel wheels are 20 to 30 lb. heavier than that, adds Mason. “Even in the duals you find a significant savings.” Lighter weights contribute to better fuel economy, too. But the steps to shed weight are not entirely the realm of aluminum wheels. Maxion’s 22.5 x 8.25 steel wheel, for example, weighs in at 64 lb. – about 4 lb. lighter than typical steel options. That lighter weight emerged in part by rethinking the shape of traditional hand holes, going with a circular opening rather than a D-shaped design. “You’re continually refining that design and process to manufacture,” says Matt Brest, Maxion’s senior sales manager and application engineer for commercial vehicle and military wheels. “We’re always looking at what is the next-level material.”

Further refinements The next generation of changes could see more refinements in the name of improved aerodynamics – something that Mason says will become particular-

ly important as electric vehicles come to the market. “What can we gain that will allow the mileage per charge to increase?” During the most recent North American Commercial Vehicle Show, Maxion lifted the curtain on a concept for an “aerowheel” with a fastening system integrated in the wheel, and the results from a Computational Fluid Dynamics test that suggested lower drag. “Aero is part of the equation these days,” says Brest. He isn’t talking only about the wheel designs themselves. Brest contends that increasingly popular aerodynamic wheel covers will lead more fleets to mount steel wheels. “If you buy the expensive aluminum wheel and you put an aerodynamic cover over it, it will hide 90% of it,” he explains. Walters counters that aluminum wheels offer many benefits other than the look or weight alone. They run truer than steel wheels, which can help to improve tire life, he says. (It explains why they can require more wheel weights to zero the tires). They’re also better at dissipating heat.

Enhancing curb appeal For many operations, one of the key considerations is as fundamental as the curb appeal. Sharp-looking wheels lead to a sharper-looking truck. Look no further than the show-n-shine advocates who spend hours polishing every wheel end to a reflective gleam, or wipe every water droplet away from the finish of a custom color. Steel wheels can be supplied directly from the factory with custom coatings that match a truck or fleet brand. Unlike the colorful layer from a can of spray paint, these coatings come in the exacting 3.5-mil thicknesses that won’t flake away or compress – both issues that can affect how well the wheel seats in place. Aluminum wheels aren’t even limited to a mirror-like shine, Mason says, referring to Alcoa’s Dura-Black wheels as an example. “You’re so used to an aluminum wheel

WHEELS being polished or bright, it was a real change in mentality,” he says.

Keep your wheels on No matter what wheels are purchased, one of the biggest considerations for maintenance teams will involve the installation procedures that hold everything in place. This demands close attention to recommended mounting procedures which range from the cleaning of mounting surfaces to applying

“We kind of knew people weren’t doing that,” Walters says. After a variety of tests were conducted, the lower end of that range was set at five to 10 miles, requiring little more than a quick trip and some sharp turns by a mechanic to ensure everything is properly seating in place. “These steps are critical. Every one of them. And if you miss on one of those steps you can cause that problem,” he adds.

(Photo: iStock)

the appropriate amount of torque to fasteners. Think of the stud like a spring. When you apply 450-500 lb.-ft. of torque to the nuts, the clamping force is created by the tension between compressed and stretched components. “It’s not the torque. It’s the clamp load that’s really holding it in place. It’s the tension in that stud,” Mason explains. But that torque is still a critical measure, and it needs to be confirmed. When recommended practices were developed in the 1990s, they originally recommended torque checks after 50 to 100 miles of service. Not surprisingly, fleets struggled to bring the equipment back once it was that far down the road.

Wheel trouble Those problems can ultimately lead to dreaded wheel-offs. The signs of potential trouble are not limited to physical cracks between bolt holes, caused by improper torque, excessive loads, or insufficient mounting flange support by the hub or brake drum. Over-torqued fasteners can damage ball seats on stud pilot wheels and damage the disc surface on hub pilot wheels. The rust streaking out from the bolt holes can be a sign of loose wheel nuts. Once equipment is on the road and returning for preventive maintenance inspections, Brest recommends keeping

a close eye on the tire treads, too. Uneven wear across the face of the tire could be a sign that the wheel is beginning to shift, he says. They’re seemingly small steps, but they make a difference. “Fleets that are very safety conscious have real wheel diligence,” Brest says. “They never have a wheel off and they never have an issue.”

Maintaining the look When appearance plays any part of the purchasing decision, it makes sense to take some extra steps to keep the wheels looking their best. Typical cleaners at a truck wash should suffice, and a soft brush and mild soap can make a difference. “It’s more about the frequency than it is about the strength of the cleaner,” Brest says. But physically wiping the surface of the wheel becomes particularly important in winter conditions, when highways are layered in de-icing compounds. “Calcium chlorides, magnesium chlorides have a real affinity for sticking,” Brest says, referring to the material that inevitably triggers corrosion. “To remove that takes a bit of effort.” Some cleaners can do more harm than good, though, and an acetone is a good example of that. “You can dull the finish with an acid pretty quick,” Walters says. “Every truck wash calls it something different, but you don’t want to acetone a highly polished wheel.” While the wheels can be repolished back to a high shine, that will take work – and even this well-intentioned practice could lead to unwanted damage. Overly aggressive buffing can cause a “washout” around the lugs, interfering with the all-important contact to keep things held tight, Mason says. And in the case of a steel wheel, it’s best to keep the spray paint in the cabinet. If a layer of paint is too thick or uneven, it can flake away or compress. As it wears away, it will create the gaps that affect clamping forces. “The paint is probably the biggest enemy of hub-pilot wheels,” Walters says. SPRING 2021 TRUCKTECH 9

SHOP ORGANIZATION Steve Kostick, parts counter person with Sheehan’s Truck Centre.

The

EFFICIENCY EFFECT Triage programs, organized tasks keep trucks rolling through the bays BY ABDUL LATHEEF Time is money in every shop, and that means taking every possible step to enhance efficiencies. Understanding the repairs to be completed, and even having the right tools on hand, are only part of the process. Today, the goal is to strip away every possible delay, and pay attention to the details that will ultimately ensure quicker repairs. The increasing use of “triage technicians” to quickly diagnose problems offers an example of that. By sorting trucks based on the severity of the problem, shops are able to prioritize work, and put vehicles needing only minor repairs back on the road 10 TRUCKTECH

SPRING 2021

more quickly. Sheehan’s Truck Centre of Burlington, Ont., a member of the Volvo Certified Uptime Center network, is one of the dealers offering such service in Ontario. “We’ve been a member of the network since 2018, and the designation makes you a bit more efficient,” said service manager Rick Hurst. The Volvo program was launched in 2016. To qualify for enrolment, a dealer must be fully proficient in 28 key categories related to efficient service and repair. Sheehan’s has a dedicated triage technician on each shift, and at times, uses others as a backup when the workload

increases, he said. It also has a dedicated triage drive-thru bay. “The idea is to help customers plan around breakdowns,” Hurst said. The center is focused on improving the efficiency of its technicians, and reducing the length of a customer’s visit. To achieve that, the company has implemented a program under which parts are delivered to the technicians in the bays by other staff, so that work proceeds uninterrupted. “This keeps the tech at the truck working, instead of standing at a parts counter.” Daimler Trucks North America (DTNA) also offers an express assessment and repair program through its Freightliner Elite Support network. “We put an emphasis on customer communication and throughput, meaning getting all repairs done with a focus on trying to minimize customer downtime,” said Manny Sidhu, vice-president of operations at New West Truck Centres, a major Freightliner dealer in Alberta. “All repairs are triaged to understand the extent of repair required, and communicated back to the customer so that they can make a business decision as quickly as possible.” All four of the company’s locations are Elite-certified, Sidhu said. “Fifty per cent of our bays are allocated for triage or express repair, and 70% of all repair orders are completed within 24 hours of customer arrival,” he said. Every dealership earning the Elite Support certification must meet 129 specific criteria across 20 customer service areas, according to DTNA. And Sidhu said New West Truck Centres ranks among the Top 10 dealers in North America in the DTNA network in terms of customer turnaround.

In the fleet shop The focus on efficiency is not limited to triage strategies – or even to the dealership level. Fleets such as Challenger Motor

SHOP ORGANIZATION Freight and Day & Ross are also investing heavily in people and tools to make repairing trucks as efficient as possible. As with dealers, the emphasis is on saving time by making it easier and safer for technicians to work. Challenger runs shops that match its image, but they weren’t set up overnight. “Large fleet repair shops are an exercise in continual learning. Every time you feel you have your maintenance program really dialed in, another opportunity shows itself and the process of evaluation and determining solutions begins again,” said maintenance director Adam Wolk. “There are always opportunities for improvement.” Defined maintenance systems ensure work is performed completely, correctly, and according to the priorities of internal fleet customers, he said. And Wolk’s ideal shop is clean, well-lit and organized. Safety is paramount, too. It is important to make sure that technicians and all other maintenance staff go home each day the same way they came in – safely, he said. Jude Michael St. Cyr, chief mechanic at Day & Ross’s facility in Mississauga, Ont., agrees. “An ideal shop would provide a safe working environment for all staff, well-kept with adequate lighting. We have invested in our people by providing what is necessary to work safely and effectively,” he said. Still, all of these efforts will fail if the shop doesn’t have easy access to parts. At Challenger, Wolk and his staff keep an eye on stock levels, perform cycle counts regularly, and closely manage aging inventory and obsolete parts. “We are always looking to procure our repair and maintenance parts at the best value, but not sacrificing quality,” he said. “We made a change a while back to buy more expensive brake shoes, after an analysis showed that the shoes we were buying previously had too high a failure rate.” Day & Ross, meanwhile, employs a full-time parts person who keeps the shop well-stocked, said St. Cyr. It’s all about ensuring the right parts and tools are ready for the job, and that the processes and procedures are in place to keep things moving.

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BRAKES

CHAMBER of SECRETS Unlock fixes for 5 common brake problems BY JOHN G. SMITH

Problems with brake chambers can leave mechanics baffled. The components can seem like chambers of secrets. But there are clear solutions to some common challenges. Many issues have been addressed over time with the rollout of related advances in the components themselves. “There are thousands of people who have contributed to whatever happens in a brake chamber,” said TSE Brakes Canadian sales manager Alain Mineault, during a presentation for the Canadian Transportation Equipment Association (CTEA).

Evolving brake chambers George Westinghouse created the first air brake chambers in 1869 to address stopping challenges for locomotives. Looking to address issues with logging trucks that were losing control as they traveled down mountain grades, MGM introduced the first spring brake in 1956. This allowed heavy vehicles to stop if there were drops in the air system, and it also introduced a secure parking brake controlled by a dash valve. But good things were made better. In 1961, MGM introduced a crimped parking side on the tandem chamber, making the parking side of the chamber tamper-proof, and ensuring nobody could disassemble the parking side of the brake and release more than 1,200 lb. of potentially deadly force. Midland Brake followed in 1995 with long stroke brake chambers to help keep brakes adjusted for longer periods of time and maintain some level of braking if the drums expanded because of overheating. Integrated caging bolts came at the same time. Looking to address the threat of contaminants, Anchorlok introduced a breathable Gore-Tex dust plug. MGM introduced a fully sealed brake chamber that same year, using external tubes to exchange air between the service and parking housings. Haldex took things a step further in 1997 with internal breathing elements to allow filtered air to circulate between the service and parking chambers. 12 TRUCKTECH

SPRING 2021

Given that brake adjustment continues to be an ongoing issue during roadside inspections, MGM launched its E-Stroke brake chamber in 2001, converting activity in the chamber to an electronic signal that determined if brake stroke was within normal limits. For its part, TSE Brakes launched its Variable Clocking Technology in 2016, preventing service side air leaks when orienting the brake chamber’s inlet ports. The Rapid Exchange Pushrod (REX), meanwhile, came in 2018 to ensure that all push rods are the proper length based on the suspension. Cutting was no longer required. “Cutting a push rod was as significant an issue as the clocking was,” Mineault says.

Common brake chamber issues As far as the brake chambers have evolved, there are still maintenance issues to address. Here are five significant issues – and how to fix them.

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‘The push rod is not fully retracting’ Have you ever installed a new brake chamber only to find that the push rod moves out when air pressure is applied but doesn’t return all the way in when the air pressure is released? If it is sticking out by ¾ to 1 inch and can be pushed all the way in with a little bit of hand pressure, there’s likely a common cause. The brake chamber was likely installed on the wrong axle bracket holes, or the slack adjuster is the wrong length. “Every time the push rod is extended out, because it’s not a perfect 90 degree (angle), it gets hung up in the hole,” Mineault said. Signs of that issue can be found in the warranty bin, with chambers showing signs that the push rod filed a hole in the service housing. In the case of the bracket holes, the top position would be for a five-inch slack adjuster, the bottom position is for a six-inch

Brake chambers have evolved to address many maintenance issues. (Photo: TSE Brakes)

Bent push rods can be traced to old slack adjusters that were not replaced and seized. (Photo: TSE Brakes/screen capture)

slack adjuster, and the holes are used diagonally in the case of a 5 ½-inch slack adjuster. The arm span of the slack adjuster is measured from the center of the camshaft to the clevis pin. Some suppliers have addressed this issue by introducing larger holes and Teflon or plastic discs, Mineault said, but that still doesn’t ensure the optimal 90-degree angle, so the push rod will continue to rub against the diaphragm and service housing.

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‘I received a DOT warning because my push rod lengths were greater than 6.4 mm or ¼ inch’ After a brake chamber is replaced, fleets might find that brakes are not properly applying and releasing on the same axle. Or maybe the wheel end is running hot. This issue is caused by an incorrect push rod length, Mineault said. “Push rod length is something like voodoo,” he joked. “Everybody has got a special little recipe to measure the push rod.” But of all the push rods that are available, the choices tend to boil down to three lengths. With the exception of lift axles, the lengths are limited to 2 ¼ inches from the top of the cover to the clevis pin for a truck application, 5 ¾ inches for a trailer suspension, and 9 ¾ inches for an Intraax suspension. For the lift axles, the only option will be to measure the length when the push rod is at 90 degrees, and making a cut.

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‘My brake chamber push rod is bent’ When Mineault finds a bent push rod on a brake chamber, it always tends to be 9 ¾ inches long. “The slack adjuster is the culprit,” he said of these situations. The problem can be traced to an old slack adjuster that has seized and won’t rotate. Slack adjusters must be replaced along with the brake chamber, Mineault stressed.

BRAKES

A distorted hole in the housing could be a sign that a brake chamber was installed using the wrong bracket holes. (Photo: TSE Brakes/screen capture)

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‘The wheel end is consistently hot’ If a wheel end is consistently hot after a brake chamber is replaced, and everything is pulling to one side during brake applications, the problem can be mismatched brake chamber strokes across the same axle. Maybe there’s a long-stroke and standard-stroke sitting side by side. The lengths can be changed, but should always be installed in matched pairs. In contrast, adding a 90-degree fitting to the service side of the chamber can slow the air system as much as six feet of additional hose, he warned.

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‘The replaced chamber and slack adjuster are consistently out of adjustment’ Some issues can be traced to selecting the wrong parts. If a Meritor trailer slack adjuster was installed, it’s important to verify that the correct clevis was used, he said as an example. A Meritor trailer automatic slack adjuster (ASA) has a pin spacing of 1.38 inches, but a Meritor truck automatic slack adjuster has a 1.30-inch pin spacing. Unfortunately, since the lengths are not that different, the incorrect choices can still be forced into place by hand. The answer involves reinstalling the ASA and tightening the adjustment screw all the way in. But there is a trick of the trade here as well. Because mechanics tend to be using longer wrenches, TSE Brakes recommends backing off the adjustment screw by ¾ of a turn, rather than half a turn. “By backing off ¾ turn, we are 100% sure we’ve cleared the home position,” Mineault said. Then apply the brakes 12 times so the ASA can find the correct working limit.

Visit trucknews.com for more on Brakes SPRING 2021 TRUCKTECH 13

TECHS TALK

Ask Roger Maxim tech takes knowledge to the computer screen BY JAMES MENZIES

More than 15,000 people have watched as Roger Chitty carefully examines the exhaust fitting on an air brake treadle valve, explaining the importance of keeping it free of dirt and contamination. Chitty, a senior technician with Winnipeg-based Maxim Truck & Trailer, has a knack for instructing, so when Maxim decided to create a series of how-to videos for customers, he was chosen to star in them. “This guy [is] not just a mechanic, he’s an expert,” one viewer comments. “His explanations about the air system [are] from a real professional.” Chitty’s path in the trade took form when the British expat completed his military training in the United Kingdom, with a focus on mechanical engineering. It was there that he learned the value of sharing knowledge. “The emphasis as I went through the ranks was always to pass on as much knowledge as you can,” he said in an interview with Truck Tech. “I hope I brought that with me when I came to this industry. It’s important for me to mentor the young guys. I actually enjoy doing it.” After a nine-year military career, Chitty joined a DAF dealership in England where he obtained his technical certificate, but he always had an eye to moving to Canada. “Canada had, for me, so much more to offer a person and a tradesman,” he said. He had visited Canada in 1968 to see siblings who had moved here about 10 years earlier. “They all thrived,” he said of those family members who settled in Winnipeg. In 1988, Chitty and his wife took the plunge themselves and that same 14 TRUCKTECH

SPRING 2021

Roger Chitty (Photo: Maxim Truck & Trailer)

year he took a job with a Winnipeg Volvo dealer. In 1993, Chitty joined Maxim – then Mid-Canada Truck Services – and he has been there ever since. The timing couldn’t have been better, Chitty said, as International was just adopting the electronic diesel engine control technologies that he had seen when working on Volvos. The move to electronic engine controls has only grown since, and Chitty enjoys the challenges that presents. He refers to today’s trucks as “great big telephone systems,” where “everything is talking to everything else through datalinks.” “The progression over the last 10 years of electronic controls has been skyrocketing,” he said. “It’s a lot of fun.” Chitty feels fortunate because he has been around to see the progression first-hand. “I feel sorry for the young guys,” he said, noting that learning about the

electronics from scratch can be like drinking from a fire hose. Chitty is looking forward to the next big leap – fully electric powertrains – and learning how to service those trucks. Chitty brings his enthusiasm for the trade to young technicians and high school students who may not have considered a career as a diesel tech. Maxim works with several local high schools and Red River College to attract new talent. A curious mind and a knack for fixing things are good attributes to start with, he said. “I get a real kick out of taking something that won’t work and making it work again,” said Chitty. “My old teacher said that was the essence of being a tradesman – a desire to fix things.” The opportunities in the trade are “really limitless,” Chitty added. “I highly recommend heavy truck over any other mechanical disciplines. It’s not always super clean, sometimes it’s quite dirty, but I always found it easier working on the big stuff than the small stuff. Accessibility has become a big thing for me as I’ve gotten older.” Another gratifying aspect of the work for Chitty is the contribution he makes each day to helping customers achieve success. “It really boils my blood when I have to keep a customer down for something I consider trivial,” he said. “If the truck’s in the shop, the guy’s not making money, and if he’s not making money, he’s spending it with us.” Chitty recalls a comment he received recently from a truck salesperson. “Pretty much everybody builds a decent truck these days,” he was told. “What sells it is how well we service the customers.”

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