TORONTO, Ont. — Nasty-looking wheels, all covered with rust and cracked paint, are pretty well an invitation to a roadside DOT inspection. Rusty wheels may not reflect the attention to detail your fleet usually brings to the maintenance game, but they don’t send the right message to the creeper cops. For about half the cost of a new steel wheel, refinishing is a cost-effective alternative to new wheels.
What’s your biggest maintenance headache? I actually do want to know because, believe it or not, planning for next spring’s Canadian Fleet Maintenance Summit on April 15 is already underway. It’s at a preliminary stage, for sure, but we’re already at it. We haven’t yet held a meeting of the dozen or so members of the advisory council that helps us devise the program, but individually we’re creating short lists of subjects to cover.
MONTREAL, Que. — Don’t let the size of a truck fool you. Medium-duty trucks are dwarfed by their Class 8 counterparts, but such equipment can present some of the biggest challenges for a repair facility.
TORONTO, Ont. — The last truck I owned was a 1991 Peterbilt 379 with a Detroit Series 60 engine. I had to change the oil in that thing every 10,000 miles (16,000 km). At about $200 a pop every time I pulled the drain plug, oil changes took a significant bite out of my maintenance budget. I’m not in a big hurry to buy another truck, but I have to say I’m envious of current truck owners who can get away with two or three oil changes per year — in some cases, maybe only one.
TORONTO, Ont. — The tolerable end play for truck wheel bearings lies somewhere between the thickness of a human hair and a sheet of paper. In other words, it’s perfectly acceptable to adjust wheel bearings so that they are just a little bit loose, but not too loose. How do you set your end play?
TORONTO, Ont. — The ever-growing number of sensors and electrical systems mean vehicle components are more interconnected than ever before – adding a layer of complexity to troubleshooting efforts, and requiring a broader approach to diagnostic procedures.
Brakes are a focus of roadside enforcement officers every day of the year, but the focus will intensify later this month during Brake Safety Week. Scheduled for Sept. 16-22, the week coordinated by the Commercial Vehicle Safety Alliance (CVSA) combines education initiatives and inspections alike, depending on the jurisdiction. It has traditionally allowed enforcement teams to shine a light on a variety of systems and issues.
TORONTO, Ont. — Water isn’t kind to electronics or brakes or air systems or engines. The last thing short of a fire you could want to happen to your truck is to have it submerged in flood. Actually, a fire might be preferable — the damage is obvious, and you’ll get less argument from the insurance company about replacing it.
Corrosion can seem almost impossible to eliminate without first spending your -company into insolvency. There are, however, ways to mitigate the effects of corrosion — or in some cases forestall its onset until you have disposed of the asset. The solution starts with the equipment spec’, but most of the effort will go into maintenance.
It’s too bad that corrosion isn’t a line item on a budget. Maybe it’s best that it isn’t. The figure would shock you. It’s one thing to track replacement costs for brake parts and wheels that are prematurely removed from service, but many of your electronics-related problems likely relate to corrosion, too. Emissions systems faults, Antilock Brake System faults, lighting and more probably stem from corrosion. Your budget line item should probably include downtime as well as the cost of the failed part.
Literature on Rotary Lift’s new heavy-duty four-poster line.
From NEXIQ Technologies comes the next-generation Pro-Link iQ
A checklist for keeping your long trucks longer.
How to win over the DOT folks.