Drums, Rotors and Trailer Hubs Catalog (PB2006)
A new product catalog, Drums, Rotors and Trailer Hubs, now is available from ArvinMeritor, Inc.

The new catalog covers the most popular drums, rotors and trailer hub assemblies offered by the company. The front section offers detailed information about identifying brake drums and diagnosing common problems that lead to the failure of brake drums. It also includes information to support Preset by ArvinMeritor trailer hubs and associated service kits. Preset by ArvinMeritor hubs are available for TN/TQ and TP trailer axles.
ArvinMeritor, Inc.

CJ-4 Brochure
Everything You Need To Know About 2007 Regulation Changes

Competing solely on price is a vanishing business model – the pennies can be sliced just so thin. The companies that are successful in this business for the long haul know the proven way to stay profitable is by differentiating themselves from the competition. They excel through exemplary attention to customer needs, such as guaranteeing on-time parts delivery, dedicating bays for expedited routine services, maintaining healthy inventory depth and sharing resources, whether it be marketing materials or repair information for installer customers.

Sometimes that means meeting needs before those needs ever arise.

Competition on your customers’ side is just as fierce as your own. Shipper expectations are constantly on the rise, attracting and keeping drivers is an ongoing challenge, freight volumes fluctuate and ever-higher operating costs keep eating into the bottom line. Customers increasingly look to their aftermarket business partners to be problem solvers, providers of solutions.

An area ripe for growth is offering components and technologies that go beyond simply keeping vehicles up and running. In other words, complementing parts for replacement with parts for performance.

This issue’s cover story looks at several in-use and emerging components and systems that fleets are spec’ing to reduce operating costs and improve on-time deliveries.

In addition to being able to support these high-tech systems for future service and repair revenue, including them in your repertoire of product offerings further positions you to help customers help themselves.

Tire pressure monitoring systems that can prevent emergency roadside repairs and downtime, GPS tracking devices that prevent theft and provide shippers with real-time delivery status and auxiliary power units that reduce fuel use and aid compliance with anti-idling laws are proliferating throughout the marketplace. Fleets are increasingly recognizing that these advancements are not luxury items, but provide a provable return on investment.

Therefore, they should not just be in the retail and installation domain of factories and dealers. The independent aftermarket needs to be a player here too.

To do so, outside salespersons, during the routine course of customer calls, have to focus on not just serving immediate needs, but future needs as well. They should be positioned to educate customers about all available product solutions and be able to make a cost-benefit case for their implementation. This can apply to parts counter personnel and service managers as well. If a customer comes in to replace their dual-drive tire and wheel assembly, give them the opportunity to save weight and increase payload capacity by purchasing aluminum wheels and wide-base tires.

For some distributors, this will require a greater dedication to sales training and sharing of vendor information. It also will require greater outlays of capital and dedicated shelf space. The required investment is sizeable, but the benefits should more than offset the initial costs.

The margins for many of these components provide a healthy return, but more importantly, it means becoming a greater resource for customers, a true business solutions provider. And that makes the investment invaluable.

An agreement reached last month will benefit you – the independent truck parts and service provider – and the truck parts industry as a whole.

The Commercial Vehicle Solutions Network, the largest association of independent truck parts distributors, has decided to hold its spring meetings in conjunction with Heavy Duty Aftermarket Week, a conference that will now be an annual gathering of the entire industry, as organizers originally intended.

Because only a brief time span separated the two events – Heavy Duty Aftermarket Week is held in January and CVSN’s spring meetings were in April – attending both put a lot of stress on suppliers. Before a CVSN negotiating team began meeting with HDAW organizers in April, the association was considering holding its 2008 meeting in February. One-on-one meetings between distributors and supplier executives are a key aspect of both conferences. With the events held so closely together, suppliers were beginning to question why they should attend both. And while some CVSN members attended HD Aftermarket Week as well as the association’s spring meetings, most did not, Angelo Volpe, executive vice president of CVSN, told me. “It just was splitting up the industry,” Volpe says.

Combining the events was the logical solution. But it wasn’t easy. Two sticking points prevented CVSN from joining Heavy Duty Aftermarket Week. “Being able to retain our own identity was the biggest barrier we had,” explains Ken Duval, incoming president of CVSN and head of the negotiating committee. CVSN formed in 2006 – the first year Heavy Duty Aftermarket Week was held – from the merger of the Council of Fleet Specialists and the National Wheel and Rim Association. The new organization wanted to ensure there was a spring event that would focus on issues important to independent distributors.

The second holdup involved revenue. Joining HDAW as a supporter conflicted with CVSN’s viability. Marc Karon, a CVSN board member and president of Total Truck Parts, says the revenue stream from the event wouldn’t make up for that loss due to elimination of the group’s stand-alone spring meetings, which produced much of the money used to run the association and its initiatives.

To overcome the revenue hurdle, Karon says, CVSN will join the Heavy Duty Manufacturers Association and the Heavy Duty Distributors Association as an HDAW owner in 2009. In return, HDAW will gain a vital group of distributor attendees. Tim Kraus, executive director of HDMA, says his organization anticipates a 40 percent larger distributor population at the 2008 conference compared to this year’s.

As an owner and organizer, CVSN will have more responsibility in structuring and running the event. In addition to holding its regular spring meeting, CVSN will be in charge of the one-on-one supplier-distributor meetings, will help develop education and training programs and will organize task forces at HDAW that will report their findings at the association’s fall meeting. These task forces will explore such topics as employee recruitment and retention, dealing with counterfeit parts and the impact of the 2010 engines. By setting up the task forces at HDAW, the association will be able to draw manufacturers into them, Duval says, allowing distributors to utilize manufacturers’ knowledge and resources.

Manufacturers will benefit as well. CVSN represents some of the most powerful distributors in the industry. If you look at the top 50 distributors in the country, Kraus says, a large percentage of them are CVSN members. “They bring a lot of buying power to the event,” he says. Manufacturers will no longer face the quandary of showing loyalty to one group at the expense of the other. Kraus expects 35 to 40 additional suppliers to attend the 2008 conference. Twenty to 25 of those attended only the CVSN event this year.

The original purpose of HDAW was to pare down the number of industry meetings. Doing so saves everyone time and money, and with CVSN onboard, that’s now possible. The combined event will also bring the truck parts industry together in one place, at one time, giving it a stronger voice in government affairs and a chance to speak out on the many issues facing the industry as a whole.

People In The News
Following are personnel changes that recently occurred in the trucking industry:

• FleetCor hired Charles Freund as managing director for its newly acquired subsidiary, The Fuelcard Company.

• Heil Environmental appointed Bill Shaw as customer support manager.
• Wolfgang Winzer joined Webb Wheel Products as president of the company’s aftermarket business unit.
• Doug Sanford was named vice president and general manager of the Hendrickson Truck Systems Group. Scott Fulton assumed duties as director of product development for Hendrickson Trailer Suspension Systems while Matt Van Meter became director of product validation.
• Dana Corporation’s Heavy Vehicle Technologies and Systems Service division announced the appointment of Jimmy Winslett as regional manager for warehouse distributor customers in the eastern half of the U.S.
• Peter Karlsten, head of Volvo Trucks North America, was appointed president of Volvo Powertrain.
• Thermadyne Industries, Inc., named Terry A. Moody as executive vice president of global operations.
• Phillips Industries hired Doug Noyes as general manager, commercial vehicle products.

Heavy Duty Dialogue Speakers Announced
Heavy Duty Dialogue’s 2008 annual conference speakers have been announced. Speakers will be: Dr. Thomas Barnett, author and expert on international security and globalization; Derek Kaufman, president and CEO, C3 Network; and Peter Nesvold, transportation industry analyst, Bear Stearns.

Heavy Duty Dialogue’s 2008 conference for heavy-duty trucking executives will be held January 21, at The Mirage, Las Vegas, preceding Heavy Duty Aftermarket Week.

International Acquisition
Rotary Lift Consolidated purchased Hanmecson International, a wholly-owned U.S. company headquartered in Fort Worth, Texas. The company manufactures vehicle lifts at its plant in China.

With this acquisition, Rotary Lift Consolidated has business operation centers and ISO 9001-certified manufacturing facilities in North America, Europe and Asia.

CVSN Joins Forces With Heavy Duty Aftermarket Week
The Commercial Vehicle Solutions Network (CVSN) announced its annual spring meetings will be held in conjunction with Heavy Duty Aftermarket Week (HDAW), scheduled for January 21 through January 28, 2008, at The Mirage Hotel and Casino, Las Vegas.

“The committee assigned to consider the various options for the CVSN spring conference did a great job,” says Robyn Spitzke-Kent, executive vice president, Fort Garry Industries and current president of CVSN.

Ken Duval, president, Canadian Wheel and incoming president of CVSN, headed the committee. “While our Fall Annual Business Forum will remain focused on industry initiatives, our spring meeting fits very well into the format of HDAW,” he says. “Everyone involved worked tirelessly toward a solution that both strengthens CVSN and helps HDAW achieve its goal of an all-industry, all-organization, independent heavy-duty aftermarket conference.”

The HDAW leadership team persistently pursued a CVSN partnership in the annual event. By bringing the group into the fold, HDAW leadership hopes to bring distributors, suppliers, media, education and solution providers together in one venue, creating a consolidated, comprehensive annual industry meeting.

“We have held strong HDAW conferences the past two years,” says Jerry Weis, president, Ott’s Friction and HDAW 2008 chairman. “But it’s time to beef-up our lineup by adding many of the real power-players in the heavy-duty aftermarket.”

CVSN members will join the conference in prominent leadership roles. The association will be a sponsor of HDAW 2008, and then will become an organizer in 2009, along with the Heavy Duty Distributors Association and the Heavy Duty Manufacturers Association. HDAW organizers own the event and are responsible for the overall conference and production.

CVSN was formed in 2006 by the merging of the Council of Fleet Specialists and the National Wheel and Rim Association. It is North America’s largest distributor-governed association.

Company Acquisition Announced
Michelin North America, Inc., signed a definitive agreement to acquire Oliver Rubber Company, a subsidiary of Cooper Tire & Rubber Company, which produces tread rubber and retreading equipment.

According to Michelin, following the acquisition, Oliver will operate as a subsidiary of the company.

ArvinMeritor To Manufacture Air Link Suspension In Monterrey, Mexico
ArvinMeritor’s Commercial Vehicle Systems business group announced it will manufacture the Meritor Air Link suspension in its Sistemas Automotirices de Mexico, S.A. de C.V. joint venture facility in Monterrey, Mexico. Manufacturing will begin effective immediately in the QS9000-certified facility.

The company added the Air Link suspension to its product line up through a licensing agreement with Raydan Manufacturing, Inc. of Alberta, Canada in 2004. The agreement covers suspension applications up to and including 52,000 lb. GAWR for commercial truck, and specialty and military vehicles.

Company Rewards Technicians With Prizes
Technicians purchasing certain brake parts from Raybestos can qualify for the chance to win various prizes, including a custom Chip Foose-designed Stallion, says the company.

The One-Two-Three Foose Promotion runs through October 31. Participants receive separate tally cards for each promotion to track their purchases. For more information, interested technicians can visit www.raybestos.com.

Hendrickson Trailer Literature On CD
Hendrickson’s Trailer Sales, Parts and Service Literature Library is now on a CD (called L996) that was mailed to all registered holders of the company’s red binder literature set. The company will issue periodic mailings of new and revised air-ride trailer information to keep the library current.

Phillips Industries Opens Eastern Distribution Center
Phillips Industries has opened a new distribution center in Cincinnati that the company says will allow it to more effectively serve customers in eastern regions of the U.S. This is the company’s fifth facility in the U.S. and Canada.

Test Preparation Guide Published
Delmar Learning released the Medium/Heavy-Duty Truck Technician Certification Test Preparation Manual, 2E.

According to the company, this revised edition contains updated content, practice tests and demonstrative graphics to prepare technicians to pass each of the T1-T8 certification exams. The chapters are said to include coverage of all the ASE tasks associated with each test, ASE-style questions to familiarize users with the testing format, as well as hints to encourage users along the problem-solving process.

Female Technicians Calendar
Artist Sarah Lyon created a 14-month 2007 wall calendar depicting female technicians at work, available for purchase. The calendar includes images of each technician, along with bios telling their stories and how they came into the field.

According to Lyon, the calendar challenges tool-girl, pin-up stereotypes by showing the women working in their shop environments.

The 2007 calendar is still available for order and the 2008 calendar will be available for order later this year. For more information, visit www.sarahlyon.com/calendar.

Company Assists Technicians With Section 609 Compliance
This year, the Mobile Air Conditioning Society (MACS) Worldwide helped 15,207 mobile air conditioning (A/C) technicians to comply with Section 609 of the U.S. Clean Air Act.

“Even though Section 609 has been law since 1990, there still are a large number of technicians completing certification,” says Elvis Hoffpauir, president and chief operating officer, MACS Worldwide.

So many technicians still are completing certification because a new generation is entering the work force, more vehicles now are equipped with A/C units and there is a greater awareness of the law and the danger of accruing large fines, according to Hoffpauir.

For more information on certification, visit the MACS web site at www.macsw.org/certification.php.

New Member
The Power Heavy Duty division of Elite Automotive Marketing announced the addition of Oil Filter Service Inc., Rochester, N.Y.

Heavy-Duty Distributors Continue To Purchase Chinese Parts, Study Says
Concerns voiced about the quality of Chinese manufacturing in the wake of many consumer product recalls does not deter heavy-duty distributors and fleet customers from purchasing China-made products, concludes a recent survey conducted by Wade&Partners.

According to the telephone survey, 42 percent of distributors are concerned about Chinese imports, as are 64 percent of their customers. The respondents replied that they primarily are concerned about the quality of materials used, the level of workmanship and the product’s ability to meet U.S. government specs, particularly those addressing safety.

A well-known domestic brand name, however, can trump concerns about overseas manufacturing, according to the survey.

“If people recognize the name, then it seems to fall into the ‘safe buy’ category, meaning it will work the way it is supposed to and it will be dependable,” says Bill Wade, managing partner, Wade & Partners.

Wade notes that certain brands “scream American” even if they now are imported. “If a product previously was known as American made, it seems to stay that way in a counter person’s mind, even after it is off-shored,” says Wade. “I was not expecting distributors to say that brand familiarity would so overwhelmingly take precedence over what is actually in the box.”

Another question the study asked was if “Made in America” still has selling power and the response was “yes” with 75 percent of those surveyed saying that a product still can create a market simply by being American made. Respondents defined the meaning of “Made in America” to heavy-duty distributors as superior engineering and quality, better production machinery, good workmanship, finish and dependability.

However, an American-made product might not sell for more money. The survey finds that 38 percent of respondents believe that an American-made part cannot automatically command a premium price. Sixty-two percent of respondents say that a domestic product can or might sell for a premium. If a product is for a perceived important, high-priority or safety use, those surveyed are more inclined to believe that it can be sold at a premium.

According to the survey, some people have ceased selling products they feel may not be up to par, no matter what the brand name. Others are taking an in-depth look at products and manufacturing processes to make sure they are up to standards.

The Wade & Partners survey randomly selected a significant sample of heavy-duty distributor branch managers who were questioned through a blind telephone survey. Additional responses came from interviews conducted with owners and executives of independent heavy-duty distributors, says the company.

In Their Words: Answers by Larry Franklin, owner

WHY DID YOU START THE BUSINESS?
This business, like many others, was an offspring of the auto wrecking yard and the automotive surplus business. The learning curve has been invaluable. In the 1950s direct lines were tied up by the big distributors. The rest of us bought at “jobber” and resold the items to the end user. It was the era of the three tiered distribution system.

There was a need to expand the business. Since we were predominant in our knowledge of brake lining and brake drums, we progressed to wheel attaching parts, bearings, seals and hubs. Our customers helped guide us toward items and lines they required and the expansion came naturally. Air valves, compressors and hoses fit right in with the brake systems. It was not long after we opened the first branch that we added suspension parts to the mix. A few years and another location later, we began providing leaf springs and air bags, and then complete suspension systems including axles.

By this time, we had become complete under-carriage specialists. The suspension parts business led us to steering parts, and we now have a complete steering rebuild facility and are making custom crosstubes and drag links at our San Fernando Valley location. Fifth wheels and hitches seemed a natural extension of the under-carriage parts. We now carry lighting and accessories, starters and alternators, fan clutches and kits, clutches and, with the opening of our newest location, driveline service and parts.

To this day, we continue to be guided by our customers. One of the nicest compliments we get is the customer calling for something and saying: “I know you don’t carry these but…”

WHAT’S BEEN YOUR TOUGHEST BUSINESS DECISION?
The toughest decision was not when to open up the first branch store, but when to let go of the reins and let my son Greg take over the business.

WHAT WAS YOUR BEST BUSINESS DECISION?
Letting go and giving others a chance to manage.

WHAT WAS YOUR WORST BUSINESS DECISION?
It hasn’t happened yet.

WHAT IS THE BEST WAY TO KEEP A COMPETITIVE EDGE?
Focus on providing the best in service and product, as well as adding products and services that complement our offerings and fulfill our customer’s requirements. Our customers know that the Franklin Truck Parts sales staff is well trained and able to advise on most any brake, suspension, air system, steering or other technical problem. We cultivate excellent people and achieve excellent results.

WHAT IS YOUR FIVE-YEAR VISION?
Continue to service our Southern California customer base and grow with new locations to fill gaps in coverage area and market demand. If this calls for new locations, new products or new services, we will attempt to fill those demands.

WHAT IS YOUR BUSINESS PHILOSOPHY?
Franklin Truck Parts has always been market driven. We strive to provide quality products and services at reasonable prices. We manage inventories based on regional customer demand and work to have everything on-hand that is needed to complete a job. n

Address: 6925 Bandini Blvd.
Commerce, CA 90040
323-726-1034
Website: www.FranklinTruckParts.com
Founded: 1956
Owner(s): Larry, Mollie and
Greg Franklin
Number of locations: 8
Employees: 89

Business model: Our business model is to do what needs to be done for the customer at each location. Each location’s inventory is dictated by the needs of the local customers. The same is true for our shop services at each location.

Growth plan: To continue to add products, services and locations to meet customer requirements. We will continue to stay with recognized quality products and sell value rather than price.

Following are news and announcements made last month during the Great American Trucking Show in Dallas:

Longer Lasting Michelin XDA5 Tires
Michelin’s new commercial truck tire, the Michelin XDA5, has been engineered using Michelin Durable Technologies to increase the tire’s service life by 30 percent or more, while maintaining performance.

Michelin is marking the XDA5 tire’s entrance into the marketplace with a guarantee that the tire will outlast the drive tire it replaces by at least 30 percent. If the tire does not achieve a minimum of 30 percent increased service life, Michelin will credit double the amount of the price difference between the XDA5 tire and the tire it replaced. Details regarding the guarantee program are available at www.michelintruck.com.

Michelin uses design and manufacturing techniques to mold the tread of the XDA5 tire in three dimensions. As the tire wears, the tread reveals new grooves and tread blocks effectively giving the tire a second life – self-regenerating to improve wet, worn traction. The regenerating tread design keeps the tire in service longer before retreading, providing 30 percent improvement in tread life over all drive tires that are commercially available.

Hendrickson Invests In Future Products, Growth
Hendrickson announced several investments it is making in product development and production capabilities.

According to the company, it will invest heavily in engineering and validation tools to bring integrated truck and trailer suspension systems to market. The systems will provide customers with weight savings, longer tire life and higher resale value.

Hendrickson’s Truck Systems Group is adding 20,700 square feet of testing area, for a total of 37,700 square feet. The expansion will take place during the next two years and will be used for validating front and rear axle suspension systems.

The company is also adding one and expanding two assembly lines at its Lebanon, Ky., manufacturing plant. Upgrades will include greater use of robotics and a high-definition plasma-cutting machine.

Ergonomic Shell Rotella Packaging
Shell announced that a fully synthetic CJ-4 oil will be introduced this year and that new packaging for Rotella products will appear on shelves in September.

A new bottle for Shell Rotella T motor oil features a top handle for easier carrying and a side handle for easier pouring. The company says the new bottle is more environmentally friendly in that it is made with less plastic and no longer includes a foil seal, making it more convenient to recycle.

Also coming in September is a new 3-in-1 case which offers three one gallon bottles in one case for easier pickup and handling, as well as storage.

Kenworth Sweeps J.D. Power and Associates Awards
Kenworth announced it is the first truck manufacturer to sweep all three major categories in the annual J.D. Power and Associates Heavy Duty Truck Customer Satisfaction Study.

Kenworth achieved the highest ranking in customer satisfaction among Class 8 truck owners in the Over the Road, Pickup and Delivery and Vocational Segments.

This is the third consecutive year Kenworth received both the Over the Road and Pickup and Delivery awards and at least three of the four Heavy Duty awards bestowed annually. Kenworth now boasts 11 Heavy Duty awards, which is tops among truck manufacturers.

Peterbilt To Launch Medium-duty Hybrids In March
Peterbilt Motors Company announced it will begin full production of its medium-duty hybrid electric vehicles in March 2008 and will offer heavy-duty hybrids for vocational and on-highway use in 2008 and 2010, respectively.

The company delivered its first medium-duty hybrid vehicles – two Model 335 hybrids – this month to San Marcos, Texas-based McCoy’s Building Supply.

In addition to the Model 335 hybrid for stationary power takeoff applications, Peterbilt will offer the Model 330 hybrid for pick-up and delivery applications in March 2008.

To help you find aftermarket products and services online from leading suppliers in the heavy-duty industry, Truck Parts & Service offers this listing of companies that have web sites.

Alliance Brand Parts
Freightliner LLC
www.alliancebrandparts.com

ArvinMeritor, Inc.
www.meritorhvs.com
www.XPresswayPlus.com

Av-Tekk/Diesel Injection Service
www.av-tekk.com

Bee Line Co. Inc.
www.beeline-co.com

Bendix Commercial Vehicle Systems
www.bendix.com

BorgWarner Turbo Systems
www.turbos.bwauto.com

Chevron Products Company
www.chevron.com

CITGO Petroleum Corp.
www.citgo.com

Clevite Engine Parts
www.engineparts.com

Cummins Inc.
www.everytime.cummins.com

Dana Heavy Vehicle Technologies & Systems Service
www.dana.com

Donaldson
www.donaldson-filters.com

Federal Signal Corporation
www.federalsignal.com

Fram HD/Honeywell
www.framfleetcare.com

Garret Independent Aftermarket/Honeywell
www.TurboByGarrett.com

Grote Industries
www.grote.com

Haldex
www.hbsna.com

Hendrickson
www.hendrickson-intl.com

Horton, Inc.
www.hortoninc.com

Hunter Engineering Co.
www.hunter.com

Interstate-McBee
www.interstate-mcbee.com

Karmak, Inc.
www.karmak.com

PDC
www.e-pdc.com

Shell Lubricants
www.shell-lubricants.com

Stanadyne Corp.
www.stanadyne.com

The Timken Company
www.timken.com

Truck-Lite Company Inc.
www.truck-lite.com

VIPAR Heavy Duty
www.vipar.com

Wix Filters
www.wixfilters.com

Don’t forget to log on to the Truck Parts & Service web site at www.truckpartsandservice.com.

When it comes to wheel maintenance, paying attention to detail is key and following recommended manufacturers’ procedures is vital. Safety is at stake – for the service technician, the customer and all who share the truck’s operating environment, both
on- and off-road.

Today’s wheels – both steel and aluminum – are robust components, but become susceptible to failure through poor maintenance practices or an undesirable operational event, such as overloading or overheating. Of these two primary causes, however, improper maintenance is more frequently the culprit. Luckily, according to Dave Walters, manager, field service and warranty, Alcoa Wheel Products, it is also more easily avoidable. Case in point: removing and installing wheels.

“If you try to take off a wheel but it’s stuck onto the hub because of corrosion, some technicians will take a hammer and beat on the tire,” Walters says. This frowned upon practice can, of course, damage the wheel so the proper tools and a tire cage should always be used when dismounting a tire.

Before putting the wheel back on, be sure to clean the studs and hubs with a wire brush. “There could be debris behind them, which can break up and cause loose wheels,” explains Walters.

Applying the proper torque when mounting a wheel is another area of common, yet avoidable, mistakes.

Torqueing is critical, according to Ken Duval, president, Canadian Wheel, Edmonton, Alberta, Canada, as “it translates into clamping force.”

Walters says that most people don’t understand that when you put torque on the wheel, you’re actually stretching the wheel stud. The torque places tension onto the stud, and then that stud in return holds the wheel onto the hub on the wheel assembly.

Too little torque and the stud doesn’t stretch, possibly causing wheel nuts to become loose and fall off. Too much torque and the stud is stretched too far. This can yield the stud, stretching it beyond what it was designed to handle and causing it to crack.

To achieve the desired balance, the Technology And Maintenance Council (TMC) specifies the appropriate torque range as 450 ft.-lbs to 500 ft.-lbs for 33 millimeter hex nuts with 22 millimeter studs, which are typical in a hub-piloted wheel system.

When TMC made this recommendation about 10 years ago, Walters says it was “a monumental step in the right direction, and was a great help to technicians.”

Safety in the Shop
Tire and wheel failure can be just as dangerous in the shop as on the road. So much so that Occupational Safety and Health Administration (OSHA) Regulation 29 CFR 1910.177 dictates all employees who service truck tires and wheels must be trained. “Since the OSHA definition of ‘service’ includes the installation, removal and inflation of truck tires already mounted on rims, all heavy-duty technicians must receive the proper training in order to be OSHA compliant,” says Kevin Rohlwing, senior vice president of training, The Tire Industry Association (TIA).

This is why TIA, in conjunction with Alcoa, recently developed a wheel maintenance training video that addresses the importance of disc wheel inspection prior to mounting a tire, including how to avoid wheel-offs and injury to the technician.

“There are a number of hazards created whenever a technician handles an inflated truck tire, so safety training is necessary for anyone who comes in contact with an inflated truck tire,” Rohlwing says.

That’s where attention to detail is necessary. The technician has to read the inflation pressure printed on the wheel and the tire, and make sure he doesn’t go over the maximum, which will cause excessive stress on the wheel, resulting in failure, explains Dale Overton, field engineer, Accuride.

Likewise, too little inflation can be just as detrimental. One undesired result of underinflation is a condition known as flange wear, where a tire has a tendency to roll over the edge of the rim and the resulting abrasion wears down the top of the aluminum wheel, causing sharp edges to form that could damage tires on a subsequent tire mounting, Overton says.

Another problem of too-low pressure is excessive heat buildup. “The tires that you see blown up along the road are underinflated,” Walters adds. “They build up heat and they blowout, ruining the wheel if they aren’t in a dual wheel.”

The key to prevent blowouts is to check the air pressure regularly with a tire gauge; thumping won’t do. Inspections don’t have to be performed daily, but should be done once a week or at least once a month.

And in the event of tire failure, fast action can save the wheel. Tell your customer that if he sees or hears what he believes is a flat tire, he should pull over immediately. Although roadside maintenance can rack up the dollars, it is more ideal than driving to the closest truck stop and risking wheel damage.

Remember, as a rule, compromised wheels need to be replaced, not repaired. Customers who keep this in mind can minimize the financial impact of a blowout, keeping repair costs limited to only the tire.

Operational Damage
The other cause of wheel damage is operation-related, and it too can be monitored and mitigated by the technician. An example of this type of damage is overloading, which, according to Walters, doesn’t just damage one component; it harms all components, from the axle to the wheel ends. The tell-tale signs of damage caused by overloading are fatigue cracks and if present, the wheel should typically be replaced. Aluminum wheels are generally less prone to overloading damage.

A heat related incident also can be defined as operation-related damage. Tire fires can cause wheels to warp or lose their structural integrity. “Don’t try to put another tire on, because it will just blow off,” Walters says. If you know there’s been a fire affecting the wheel bearing, tire or brakes, roll the wheel across the floor.

If the wheel rolls in a straight line, that indicates that the bead stop flanges have not been damaged, but if it starts to turn, they more than likely have been weakened or distorted and replacement is necessary.

Walters also suggests referring to the TMC Recommended Practice (RP) 241 that explains how to use a common carpenter square to check the wheel’s condition.

“It’s easy,” he says. “Take a basic carpenter square – they only cost seven dollars – and as long as it touches the inside bead and the outside bead you’re good to go.”

The new CJ-4 oil standard was developed to handle the significantly greater stresses of 2007 and later engines, but has benefits for older engines as well. CJ-4 oil has to handle more heat without oxidizing or breaking down chemically, keep more soot in suspension without increasing viscosity, and do a better job than ever of controlling deposits, sludge and wear. Moreover, the qualification process was made much more detailed and difficult.

“There’s higher quality here, and the tests are more severe,” says Jim McGeehan, Chevron’s global manager of diesel engine oil technology and head of the trade committee that
developed the standard. The oil controls acid, disperses soot and withstands wear much better than the previous standard, he adds.

That’s true even for pre-2007 engines. Though CJ-4 costs about 40 cents more per gallon than CI-4 Plus, according to Joe Dalesandro of oil distributor Jay Gress, Inc., in Conshohocken, Pa., the expense may be offset through greater reliability and longer engine life.

The main incentive to develop the new standard was the increase in recirculated exhaust in the new engines, necessitated by the latest emissions mandate from the U.S. Environmental Protection Agency. Most 2007 engines need to ingest just as much air as in the past to minimize soot, along with much more exhaust to dampen nitrogen oxide, which aggravates problems such as ozone depletion, acid rain and asthma.

In the engine, this means higher intake and cylinder pressure, more heat and more recirculated exhaust and acid.

Even Caterpillar’s ACERT engines, which meet the EPA’s 2007 challenge with a unique design, allow some exhaust to re-enter the cylinder. While that exhaust carries less soot, having passed through the diesel particulate filter, and less heat, having gone through the charge air cooler, ACERT seems to complete the burn later than other designs. Oils used in Caterpillar engines therefore have particular piston deposit requirements and need to pass Caterpillar ECF-3 standards in addition to CJ-4. Each of the other manufacturers has its own standard.

CJ-4 is a lot better in every area but one: acid neutralization. You can blame the DPF for that. All the soot the DPF catches will be burned off as it accumulates, but that’s not the case for the sulfated ash put into the exhaust stream by the oil, not even when the temperature is increased during active regeneration.

To minimize DPF clogging and to make cleanings as infrequent as possible, CJ-4 oil must contain less ash. But most of the total base number additives that neutralize acid also generate ash. CJ-4 therefore generally has a lower TBN than the previous oil category, CI-4 Plus.

That should not be of consequence, however, because the new 2007 oils and engines were developed as a system with the new 2007 diesel fuel. Much of the acid in the engine comes from sulfur in the fuel, and the new pump standard, ultra-low-sulfur diesel, has 97 percent less sulfur than before. This should more than compensate for the small reduction in acid-fighting agents. “ULSD clearly means less acid in the cylinder,” McGeehan says.

But there’s another balancing factor as well. “Oil itself forms oxidation products, and they are acidic,” says Walt Silveira, U.S. technical manager at Shell. “CJ-4 is oxidation resistant. It’s a much stronger oil as far as oxidation goes.”

The amount of acid the oil has to fight therefore is much lower than before, and early results show CJ-4 running with ULSD retains TBN protection better than CI-4 Plus running with last year’s diesel. What counts is not how much TBN you start out with, but how many miles the protection will last.

There is not much evidence yet for exactly how well this oil will perform in 2007 engines because not that many 2007s are out there, even among large fleets.

“Due to a large pre-buy toward the end of last year, the penetration of the 2007 model low-emissions engines has been very slow,” says Reginald Dias, director of commercial lubricants at ConocoPhillips.

Engine makers still were building 2006 engines well into 2007, says Stede Granger, OEM technical services manager at Shell. “The model year of the engine is determined by when the crank goes into the block, not by when it’s completed,” Granger says.

Even in-service 2007 engines may not have CJ-4 in their crankcases, McGeehan says. Though Chevron, for example, has switched its Delo 400 and Ursa Premium TX ER gallon and pail-size containers exclusively to CJ-4, CI-4 Plus still is available in bulk.

Fleets that run more than 150,000 trucks “do the calculation and decide they don’t need to spend the extra pennies a gallon for CJ-4 with so few engines that have DPFs,” McGeehan says. “They just use CI-4 Plus across the board and clean the DPF more often.”

Cummins and Detroit Diesel specifically allow this, but Caterpillar doesn’t.

As head of the committee that developed the standard, McGeehan has seen reams of data, and he believes the oil so far is working as designed in 2007 engines. “We’re seeing excellent performance and low wear metals,” McGeehan says.

Other manufacturers concur. Trucks with 2007 engines in line-haul service can continue 30,000-mile oil changes when running CJ-4, Granger says. Mobil Delvac 1300 Super “will protect 2007 engines run on either ULSD or LSD,” says ExxonMobil’s Brianne Wissel, product technical adviser for commercial lubes.

Engine makers have reduced oil consumption, allowing long-haul fleets to run 400,000 to 500,000 miles before cleaning the DPF, but trucks running in congestion still can use the help of CJ-4 oil, McGeehan says.

“The best condition for oil consumption in diesel engines is under power, when there is cylinder pressure to force the rings into the liner,” McGeehan says. “At an idle, there’s not much pressure, so the rings don’t work as well. CJ-4 is very appropriate for pickup and delivery service.”

CJ-4 is certified to be backward compatible with older engines. Even with its reduced TBN, using CJ-4 would not likely cause a significant problem unless running an extended change interval-in which case oil analysis clearly would indicate when its time was up.

For customers running both on and off road with the increasingly hard to find (but cheaper) low-sulfur diesel, as opposed to ULSD, it is recommended to follow the engine manufacturer’s oil change guidelines, or to buy a premium oil guaranteed to provide more than sufficient acid prevention.

CJ-4 Compatibility With Biodiesel
What about running biodiesel and CJ-4? “I’m not worried about 5 percent (B5) fuel,” says Chevron’s Jim McGeehan. “But B20 can cause problems. The content of the oil is looking good when running on ultra-low-sulfur diesel, but there is apprehension about oxidation and increased piston deposits when running biodiesel. On top of the 2007 differences, the biodiesel equation is far more complex.”

For now, the preliminary verdict on CJ-4 and B20 biodiesel is the same as that on CJ-4 overall: “A year from now,” McGeehan says, “we’ll have a lot more to say.”

Extending Drain Intervals: Time Will Tell
With 2007 engines far from a teardown, it’s not yet certain that the slightly more expensive CJ-4 oil merits extended service intervals. All the experts can do is examine oil analyses with a magnifying glass.

“So far, we’re pleased to see we can maintain the same drain with the drop in ash,” says Chevron’s Jim McGeehan. “But we don’t have sufficient data under our belt to pull the change interval out yet.”

Today’s diesels take at least 100,000 miles to break in, and few 2007 engines have a lot of miles.

McGeehan is optimistic, though. “We’re seeing very low wear,” he says. “This corresponds with engine test data gathered earlier. We hope to see longer engine life.”

“Customers already on extended drains can keep that up,” says Brianne Wissel of ExxonMobil. “Proceeding cautiously, you can extend drains to up to 45,000 miles.”

ExxonMobil offers Mobil Delvac Elite, a synthetic blend, and fully synthetic Mobil Delvac 1 ESP, which stands for Emission System Protection. The full synthetic was introduced only recently in CJ-4 form, so there still is little field experience, Wissel says. While some fleets run change intervals as long as 80,000 to 100,000 miles, the maximum interval is “completely dependent on service,” she says.

The risk, of course, would be the lower ash limit (total base number) of the new oil. “The TBN numbers have dropped, but the TBN in this oil is more action-packed,” Wissel says. “You get more out of a small amount of mass. As a result, we may well be able to run these very long changes.”

Stede Granger says Shell Rotella T is intended for customers who change their oil at a conservative interval. For those who favor extended oil changes, Shell offers Rimula Super, with a different chemistry that “gives more TBN for the amount of ash,” Granger says. “You can use oil analysis to look at extending drains.”

Different factors may limit the drain interval depending on the engine and the truck’s application, Granger says. TBN might limit one vehicle, while soot accumulation might limit another.

CJ-4 is required to handle significantly more soot than CI-4. This means the soot can accumulate in the oil but remain dissolved by the detergents, so the viscosity will not increase and the oil will not become gritty.

BP Castrol’s premium High Puron semi-synthetic oil allows users to “double OEM drains if they follow up with oil analysis,” says Steve Goodier, BP Castrol director of technology. Early results show this will work even with 2007 engines, he says.

Unlike most other CJ-4 oils, High Puron’s CJ-4, which uses “ashless TBN boosters,” actually has “a higher TBN than our previous CI-4,” Goodier says. “It’s higher at the start and it retains it better because it’s better than the previous technology.”

Tection Extra, BP Castrol’s conventional oil, is intended for standard drain intervals. “It’s performing extremely well,” Goodier says. “It’s the oil’s extra soot-handling ability that reduces the wear.”

ConocoPhillips is bullish about its oils’ performance. “Our premium CJ-4 products are designed for added features and benefits including extended drain capability, which is proved in field tests and by our customers’ experience in 2007 and pre-2007 engines,” says Reginald Dias, director of commercial lubricants.

CJ-4: Cost vs. Value
With the uncertainty of extending drain intervals with CJ-4, how can you justify its higher cost to customers?

LESS OIL CONSUMPTION. The new oil is designed to minimize the amount of oil passing the rings and putting ash into the diesel particulate filter.

REDUCED WEAR. “Indications are that you’ll also get a reduced wear payback,” says Steve Goodier of BP Castrol. The new oil reduces piston deposits, ring wear and liner bore polishing, says Stede Granger of Shell. This in turn can reduce the risk of a breakdown and improve fuel economy.

LONGER ENGINE LIFE. “Mobil Delvac 1300 Super is demonstrated to maintain long engine life,” says Brianne Wissel of ExxonMobil.

When these factors are considered, making the switch begins to make a lot of sense to customers looking for a good million miles before teardown.

“The bottom line is not measured by the cost of oil alone,” says Reginald Dias of ConocoPhillips. “It is the cost of doing business.”

Second only to fuel, tires are the major operational expense for fleets and owner-operators alike. Naturally, they want to get the most for their money both through maximum tire life and performance. To be in a position to help them reach these goals, knowing what tires to provide and how to care for them is paramount. Truck Parts & Service spoke with experts to determine some of the most frequently asked tire and wheel questions, and the appropriate responses, to help you give expert advice and aftermarket care.

Proper Spec’ing Is The First Step
The secret to long tire life starts with selecting the right tire for the vehicle and its intended application.

Q: Does vehicle application impact tire selection?

A: One of the biggest misconceptions about tires is that a tire is a tire is a tire. While at one time that was true, today tires are specifically made for the steer, drive and trailer axle positions. In addition, within each tire position, there are tires recommended for various applications.

According to Tim Walker, marketing communications manager, Goodyear Tire & Rubber Co., asking about the make and model of the vehicle, as well as the type of load carried and the type of service the vehicle will see, is critical to maximizing tire life.

“Thinking that a tire that works perfectly well for one job is going to work for another is one misconception. It is pretty specialized in today’s world,” he says.

Seek out tire product catalogs and literature to learn what’s available, and consult with your local representative if you encounter a gray or particularly difficult customer scenario.

Q: There has been a lot of talk about wide-base tires, are they really better than duals?

A: “There are certain segments of the industry that can benefit from wide-base tires,” Walker says. The biggest advantage of wide-base tires is the weight savings over standard duals. For customers in bulk-haul applications, this can be a significant advantage because every pound saved equates to more product in the tank.

“That means more revenue for the operator and you can’t argue with that,” says Walker.

Guy Walenga, director of engineering for commercial products and technologies, Bridgestone, says, “You can have as much as a 1000 lb. difference in vehicle weight by going from duals on steel wheels to wide-base tires on aluminum wheels. If you take that 1000 lbs. and turn it into a load, the tires start paying off. But if you are hauling boxes in a van trailer and you can not stuff another pound or cubic foot of material in, then wide-base tires are not going to give you the savings.”

To sum up, if your customer is weight sensitive and can use that extra weight saved for revenue purposes, wide-base tires are something your customer should look at. But an improvement in fuel economy is more of a gray area, according to Walenga.
He and Walker explain that most tire manufacturers offer standard dual tires in fuel efficient models so make sure your technicians are clear that their customer can use the lighter weight of the wide-base tires to generate additional revenue.

Keeping Tires Rolling
Once the proper tires are selected, the next step is to ensure they operate for their full expected lifespan. Paying attention to inflation pressure is perhaps the most significant, and simplest, way to ensure long tire life.

Q: How does underinflation affect tires?

A: Underinflation causes the tire to slowly begin to destroy itself until it finally comes apart, according to Walker. “The air in the tire helps keep it running at an acceptable operating temperature and when it is underinflated it creates more heat in the tire which eventually will destroy the tire,” he says.

While having tires underinflated by 5 percent may be insignificant from a durability standpoint, according to Walker, “when you start to get 10 percent or 20 percent below the recommended inflation pressure, you are beginning to build up quite a bit of extra heat in the tire and that is not good for its long-term life.”

Q: Does overinflation affect the tire’s performance?

A: An overinflated tire does not flex quite enough, according to Walenga, and creates a little bit stiffer ride. “The tire won’t take up the shock so the suspension will have to work at taking up the shocks,” he says.

Interestingly, according to Walenga, the majority of drive and trailer axles today are running overinflated. Fleets on average use about 100 psi on a standard low profile 22.5 tire for drive and trailer positions. They only need 75 psi to carry the maximum legal load. Most fleets focus their attention on the steer tire where proper inflation is critical, but the other positions should not be ignored.

Q: Why must inflation pressures in dualed tires be even?

A: According to Walenga, if you vary pressure between dual tires by as little as 5 or 6 psi, one tire will become larger than the other. “The two tires and wheels are bolted rigidly together and have to turn at the same rate to cover the same distance. But if one is tall and one is short, the shorter one is going to have to deform to catch up.”

As it deforms in and out of its footprint, irregular wear will begin to occur which affects fuel economy. “We are talking about a small loss of fuel economy but it happens on every revolution and it takes 500 revolutions for the truck to travel one mile. So this little bit of rolling resistance is additive and pretty soon you are losing a tenth of a mile a gallon.”

Q: Is nitrogen inflation better for tires than inflating them with air?

A: Both Walker and Walenga believe that using nitrogen to inflate tires works better with passenger car tires than with commercial vehicle tires. Since a commercial vehicle can be 1000 miles away from home, there is no guarantee that when the tires need additional inflation that nitrogen will be available, according to Walker. “As soon as you introduce something else into what is supposed to be 100 percent nitrogen, you have taken away any of the advantage that nitrogen may have. Therefore it becomes less effective in commercial applications than it is in consumer ones,” he explains.

Q: Are tire pressure monitoring/inflation systems a good investment?

A: Walker and Walenga are quick to say that anything that can be done to help keep tires properly inflated is a good thing. However, Walenga cautions to make sure that the technology pays for itself. Advise your customer to look at how expensive the system is, what the payback is and how much maintenance is needed for the system itself.

If by using a tire monitoring/inflation system your customer has one less flat tire during the course of the tire’s life, the system will pay for itself, according to Walenga.

Repairing Tire Problems
Despite proper spec’ing and care, tires still can encounter problems that will necessitate repairs.

Q: Why must tires be demounted prior to a repair?

A: A tire with a nail hole or other problems must be demounted so that it can be inspected from the inside out to determine the extent of the damage. While it may appear from the outside of the tire that a nail or screw went straight into the tire, it could have gone in crooked and be tearing the sidewall. Walker explains that if there is an injury to the tire, the technician should drill the hole out and remove any rust that may have formed. “A puncture allows moisture to get into the steel casing or belts and that can cause rust to form which can cause the tire to deteriorate. You can not see this damage without demounting the tire.”

Remember also that a nail hole puncture repair can only be made in the tread area of the tire. If the puncture is in the edge of the shoulder where the belts are located it is not repairable as a puncture repair and a section repair will be needed to salvage the tire.

Q: What is the proper type of bead lubricant to use when seating a tire?

A: Almost anything that is developed from a non-petroleum source can be used. In other words, according to Walenga, do not use diesel oil or machine oil because petroleum attacks rubber by drying it out and making the beads brittle. “You want the beads to slide in position on both sides of the tire so that the tire is concentrically mounted all the way around the wheel.”

You do not want it drenched in lubricant but you also do not want too little lubricant so that the bead hangs up. “The proper lubricant is made to be slick for a certain amount of time and then to gradually dry off and have a little tack to it so the tire does not slip around the wheel,” he explains.

He also advises against using dish soap or hand soap because although it is slippery initially it dries quickly and gets tacky fast. “It does not allow the beads to slide into position before it gets too tacky.”

Q: What is the biggest misconception about tire repair?

A: “People think that a nail hole is just a small thing so you can patch it on the wheel and let it go out,” Walenga says. “The professional and safe way to repair it is to demount the tire and wheel assembly, take the tire off the wheel and inspect the tire from the inside out.”

What About Wheels?
While fleets and technicians pay a great deal of attention to tires because they represent such a significant cost to the fleet, wheels often, mistakenly, are taken for granted. They do need some attention.

Q: What should a technician look for when inspecting a wheel?

A: The technician should look for hidden damage, cracks and wear. “They also need to check to see if it is dimensionally correct,” according to David Walters, manager, field service and warranty, Alcoa.

If the vehicle had a brake related incident, a tire fire or wheel bearing out, it could cause the wheel to get smaller on the open end. By rolling the wheel across the floor or using a carpenter’s square across the bead stop flanges, the technician can verify the wheel size and proper shape.

Q: When does a wheel need to be taken out of service?

A: The Commercial Vehicle Safety Alliance has guidelines for taking wheels out of service. A single crack that is more than three inches long, a crack that extends between any two holes (the hand hole, the stud hole or the center hold) or two or more cracks in the wheel indicate that the wheel should be taken out of service.

The primary reason wheels crack is from overloading which can be the result of a set of duals that have different tire pressures.

If the outside dual has 105 pounds of air and the inside dual has less than 80, the outer wheel will be carrying more of the load and that stress can lead to a crack.

“Other things that crack the wheel are abuse from tire mounting practices,” Walters says. “Instead of using the proper tools, the technician takes a sledgehammer to break the bead and this can damage the wheel.”

Q: Why is it important to match tires, wheels and rims?

A: One reason to make sure they match is safety. If you put the wrong size tire on the wheel it can come off. “Every tire and rim service manual has a matching chart so that the technician does not put a wider tire on smaller rim,” Walters says.