TRP launches clutches, clutch components
TRP Aftermarket Parts now offers a line of clutches and clutch system components for use in all makes of medium-duty to heavy-duty trucks that are designed with minimal resistance to make shifting easy and less fatiguing.
The Easy Effort is a heavy-duty coil-spring clutch with nine springs — six coil springs inside the casting with three assist springs — for higher-torque engines, while the Soft Pedal diaphragm-style clutch features a lower bearing load and reduces pedal effort when compared to angle spring-designed products. Both clutches are available in 14- and 15.5-inch versions; the 15.5-inch version of the Easy Effort clutch features a strap design for smooth energy transfer, and it also comes with a 5/8-inch socket adjuster that allows technicians to quickly and simply adjust the clutch.
The more economical option for older-model vehicles is the Angle Spring Clutch, and for medium-duty trucks, the company offers standard- and stamped-steel one- and two-plate clutches for single-disc and two-disc applications. Standard clutches are manufactured with ceramic-facing friction material.
All TRP clutches made with Kevlar material also are available for vocational trucks, such as log haulers, refuse haulers, dump trucks and cement trucks that frequently roll back and forth.
Tech Updates – January 2010
Troubleshooting Poor Heater Performance
Although a heater may be a simple system, poor performance can be difficult to diagnose, according to Red Dot. Here are two troubleshooting tips that Red Dot says will help with the diagnostic process.
If the motor depends on its mount for a good ground, and if the mount’s ground path is interrupted, the blower motor will not be grounded. Use a multimeter to make sure full voltage is getting to the motor. If the voltage is adequate, look for worn brushes, dirty squirrel-cage fans, damaged fan blades and other motor problems.
Cover Story: Take the Plunge?
To call 2009 a challenging year would be an understatement. Business was almost universally down, with distributors on average reporting year-over-year revenue declines of 12 to 20 percent.
Trucks simply weren’t moving, negating the need for maintenance and repairs.
Distributors reacted by going into survival mode. Operations were tightened and costs were cut. For some, when the belt was tightened as far as it could reasonably be, it had to be tightened more, resulting in layoffs, shortened workweeks or curtailing expenses normally considered essential.
While the recession may be statistically over, the general economic slump continues. Tonnage remains well below last year’s levels, which were already depressed. Less freight means fewer trucks are needed to carry goods.
Truck utilization worsened throughout last year. Fleets parked many trucks because there was not enough business to justify their operation. When a truck broke down, it got parked rather than repaired, and an idle truck was pulled back into operation. Some fleets are extending maintenance cycles or putting off repairs, doing what is only absolutely necessary in an effort to curtail expenses. In some instances, parked trucks were cannibalized for replacement parts to keep other trucks in operation.
All of these actions by end users were detrimental to aftermarket sales and resulted in an estimated $1.3 billion drop in 2009 parts sales versus 2008, according to MacKay & Company.
Replacement demand for some parts was off by more than 20 percent.
“The key dynamics that affected the aftermarket in 2009 were lower vehicle utilization rates which resulted in fewer miles being driven, fewer parts being consumed and less maintenance being performed on most commercial vehicles,” says Steve Crowley, president and CEO of VIPAR Heavy Duty, Inc. “The aftermarket experienced more than a modest decline in 2009.”
These dynamics affected the entire aftermarket supply chain.
“We saw a dramatic rise in idle vehicles and much lower overall utilization of equipment, evidence of parts cannibalization from parked trucks and dramatically lower inventories throughout the supply chain,” says John Beering, vice president and general manager-Clutch and Aftermarket Business, Eaton Vehicle Group. “The offsetting upside for the aftermarket is that the average age of the truck population is up. As utilization improves, inventory replenishment coupled with increased demand should lead to aftermarket growth.”
SO, IS IT OVER?
“That would be the $64,000 dollar question, wouldn’t it?” says Joe McAleese, president and CEO of Bendix Commercial Vehicle Systems LLC. “The economy has definitely turned, which is the starting point for everything.
“When you look at the aftermarket from a distributor standpoint, things are going to be marginally better and I think freight is going to come back as the recovery comes back and that’s going to drive maintenance. I think there are a lot of trucks that are parked that need repair work done. I think the aftermarket is going to come back gradually as a result of that but I don’t think it’s going to be a very robust recovery next year.”
Most agree it will not be a V-shaped recovery, and the reasons for that are varied and many.
“I believe the economic recovery will be a slow, drawn-out process,” says David Willis, president and CEO of Baltimore-based CRW Parts Inc. “The current administration is not helping with health care reform, higher taxes and a general lack of understanding of how the government can assist businesses. Uncertainty kills business and there is nothing certain about our business climate now or in the immediate future.”
Adds Crowley: “The recovery in the aftermarket will be somewhat slower than in past recessions. This recovery, which I believe has started in some industries, should get underway in mid-year or possibly could have some impact in the first quarter of 2010. Again, I think it will be gradual; there will be nothing normal. The fast increase in parts demand that we have experienced in some recovery periods in past recessions will not occur unless there is a big turnaround in new housing starts, domestic auto production and road construction all at the same time, which no one believes will happen in the near future and is very unlikely.”
Since housing construction and auto manufacturing were two of the hardest hit industries during the recession, suppliers in markets that relied heavily on those segments suffered financially to a greater degree. In fact, some of these markets may not have even hit bottom yet.
“I believe that the worst is over in some marketplaces, but that the bottom has just been reached in the last couple of months,” says Crowley. “Some areas of the U.S. continue to show signs of further deterioration. If you’re in one of those marketplaces that are still depressed, I think there’s a bottom yet to be reached. Any meaningful recovery in those markets could take many more months to materialize.”
But there are some bright spots. HDA President Pat Biermann says they have seen a slight increase in October and November. “Most businesses have bottomed out and are staying steady or picking up.”
Knowing if it’s time to re-invest, stay put or prepare for further declines depends on your market and how well you know it.
“If a distributor, for example, has a chunk of business that’s driven by residential housing construction, that’s not going to come flying back,” says Stu MacKay, president of MacKay & Company. “But I think in general the overall economy is showing some meaningful signs of life.”
From the supplier perspective, the inventory reductions among distributors, dealers and end users made 2009 an even greater challenge, but should mean 2010 is a better year, at least in comparison.
“I think if you’re a supplier, the answer to that [is it over?] is a little bit different,” says McAleese. “The reason being there’s been a massive inventory reduction this year in the channel, so therefore you’re not going to take inventory down again next year…you’re not going to rebuild inventory, but even if it remains flat, year-over-year it will feel better for the suppliers just because of the massive inventory reduction that happened this year.”
DISTRIBUTOR ACTIONS
Businesses survive by how well they manage economic cycles. Those that make prudent decisions during the high and the low times weather the economic storms better than those who take a more reactionary approach.
Needless to say, some aftermarket companies did better than others during 2009.
“In my mind, how well WDs fared in 2009 is very dependent on how well they entered the recession,” says Paul Raymond, co-owner of Parts for Trucks, headquartered in Dartmouth, Nova Scotia. “Those with a solid balance sheet, efficient organizations, diversified products and customer bases coped far better.
“Making cost saving adjustments early and quickly without disrupting customer service was a key strategy to survival. WDs may not have had a profitable year in 2009, but I have not heard of many closing, so I conclude that most can be described as above. That resiliency is a positive. The negative is that investment in new facilities, training and IT have been stopped, delaying future improvement in efficiency.”
Most distributors found cost savings by reducing inventory levels.
“They’re not hanging on to their inventory,” says Molly MacKay Zacker, operational manager for MacKay & Company. “They’re using their money in other ways. Their inventories are low, they’re not stocking anything in excess. And given that the OE business is down as well, they don’t have to wait for those parts when they need them, the turnaround time is much less.”
But cutting inventories too much can result in not having parts in stock when customers need them. And in this highly competitive climate, that can be a deal breaker. “I think service and the availability of parts are essential during these tough times,” says Willis. “Some businesses cut inventory too much to save money and preserve cash flow. This can be disastrous for sales in the short and long run.”
But the inventory reductions will likely be a part of the new normal going forward. Distributors will likely keep inventory levels much leaner than they did pre-recession, and this will require improving efficiencies and communication throughout the channel.
“One of the key points going forward that the industry is going to have to adapt to is the inventory levels,” McAleese says. “I think all throughout the channel everybody in the heavy-truck business – everybody – has taken inventories down. I don’t see that reversing itself. I don’t think everybody is going to take inventory levels back up, or at least not to the extent that they’ve taken them down.
“I see this as a permanent change, and we as an industry have to effectively work together to adapt to that, and I think that’s going to be a challenge for the industry.”
Does that mean longer waits for end users to get needed parts or that they shop around until they find a distributor who has what they need on the shelf?
“The ability to meet customer demand is largely still in place, we all just have to adapt to do that with leaner inventory levels throughout the channel,” says McAleese. “That means we need to be able to communicate with each other better and share information better and improve the way we work together so that we’re all more nimble.”
One of the ways to accomplish that is through technologies like vendor managed inventory (VMI). Bob Johnson, vice president of aftermarket sales and marketing, Bendix Commercial Vehicle Systems, says adoption of VMI was increasing steadily in the years leading up to the recession, but this trend has been put on hold.
“Really, the industry in general – dealers and distributors – really cut back on everything that was non-essential,” says Johnson. “And we’re basically down to bare bones. Sure, there’s been a continued push over the last several years to move toward electronic ordering, VMI, etc., and that’s going to continue, but they basically cut back to the bare bones.”
Those companies that made investments in technology and better business systems prior to the downturn, now are enjoying the returns on those investments.
“Technology enabled the independent distributor to manage this downturn with solid data on which they could make informed decisions on the management of their business,” says Crowley. “Distributors were able to make needed inventory adjustments quickly, respond to demand changes in the local marketplaces faster and manage the changes in receivables that a recession of this type produces.”
Investments require money and with credit tight, companies that do not already have capital will be hard pressed to find resources. As MacKay points out, low interest rates make borrowing money more affordable than ever in recent history, but access to that money is extremely limited. “It’s not an issue of price,” he says. “It’s simply an issue of availability.”
Those who are in a position to spend this year and are looking for expansion opportunities may find themselves in an enviable position.
“I think even the big guys have pulled back strategically and are paying more attention to improving performance in the existing locations,” says MacKay. “On the other hand, it would not surprise me if you saw more activity in 2010. There are probably some distressed businesses out there that are going to be more attractive targets than they were a couple of years ago.”
CUSTOMER CHOICES
Money of course was tight at the customer level as well, and cost cutting was the foundation of many of their business decisions.
Underutilization kept a steady reserve of “spare” trucks to replace vehicles that broke down. The parked trucks also served as parts warehouses for some fleets as they cannibalized units for replacement components rather than purchasing new parts.
According to Johnson, Bendix conducted a “quick hit study” that found about 10 to 15 percent of vehicles were being cannibalized, but usually for specific components such as tires and alternators, and not braking components due to the lower replacement costs and inherent safety concerns.
For end users who did take trucks in for repairs, it usually was to do the
bare minimum.
“The trend was to fix only what needed fixing, and also taking a look at using less expensive parts,” says Biermann.
The shift in parts preferences, while saving money initially, could have undesirable consequences in the long run.
“Many fleets and end users were forced to use price as their primary criteria for purchasing parts and repair,” Crowley says. “Many changed their focus from the best part available to a good part at a lower price. Unfortunately, some made the decision to buy the cheapest parts available. This action will cause a spike in parts demand at a reduced interval for those fleets, adding to increased costs for parts and labor later in the life cycle of the vehicles.”
Todd Kindem, ArvinMeritor’s director of sales and marketing, Commercial Vehicle Aftermarket, sees this short-term thinking as short lived.
“A current trend we are seeing in the market is fleets seeking pricing solutions that provide short-term cost reduction but increase the long-term cost of operations and potentially pose a safety risk,” says Kindem. “As the market recovers, we anticipate a rebuke to this pattern of component consumption as fleets and dealers/distributors understand the high cost of a cheap solution.”
There also was a greater trend toward installing remanufactured or rebuilt components, rather than buying new.
“When fleets are making repairs, they’re looking to save money, and a way to save money is to go for that reman or rebuild part,” says MacKay Zacker. “That trend would not surprise me at all.”
Kindem says this trend is ideal for some fleets.
“Customers and fleets continued to demand fast, reliable, quality parts sourcing, with many considering remanufactured components more and more due to quality demands and budget restrictions,” says Kindem.
While extending maintenance intervals was widespread, it was not universal. Kindem notes that ArvinMeritor has not seen end users abandoning their maintenance routines. “Fleets did age, some gracefully, and service work on existing tractors was a major activity,” he says. “Private and for-hire motor carriers have maintained their preventive and incident-necessary maintenance; the swing continues between dealers performing maintenance and independent garages increasing their participation in keeping vehicles up to par and on the road.”
Many fleets also have modified their equipment buying cycles, running existing equipment longer. Credit availability can make new truck purchases unrealistic.
Those who can afford new equipment placed orders late last year and will continue to do so into the first quarter of this year to avoid the more expensive truck models equipped with 2010 emissions-compliant technologies.
According to ACT Research Co., net orders for Class 8 trucks spiked to 21,500 units in October, the highest level since January 2008. Medium-duty Class 5-7 net orders also were at their highest level of the year, up 50 percent from the prior year.
“The sharp spike in orders and the near-term placement of a majority of the orders is a clear indication of pre-buy activity in the United States and Canada,” says Kenny Vieth, partner and senior analyst with ACT.
An aging vehicle population will add yet another twist to aftermarket dynamics in the years to come.
“I think there’s a lot of dynamics right now that will be very interesting to watch as they play out in the future,” says McAleese. “There have been so many trucks parked this year because tonnage dropped off so much, so the trucks don’t have as many miles on them as they would historically. The relationship between age and mileage is not the same as what it used to be. I think the original owners now are extending trade cycles because No. 1 they don’t have miles on them and No. 2 they’re going to try to avoid the early part of the 2010 emissions standards. So you’re going to see first owners hanging onto the vehicles a lot longer than they used to and that, by definition, is going to push them out of their normal warranty cycles. That’s going to put some business up for grabs – whether fleets are going to do it inside or if they’re going to remain with the OE dealer network or if they’re going to move some of that to distributors.
“I think that’s going to cause some very interesting dynamics over the next two to three years in the aftermarket.”
Or, as Biermann puts it, “Vehicles will run longer, but eventually this all will catch up and the good times will roll again.”
READY FOR THE REBOUND?
There is some concern that when a rebound does occur, will the aftermarket be ready for it? Some fear there could be disruptions in the supply chain since, like most businesses, manufacturers have trimmed their operations during the downturn. Layoffs and ramped-down operations could result in parts shortages, particularly if demand were to rapidly increase.
“Many suppliers have reduced their manufacturing capacity to meet only the current demand,” Crowley says. “We feel that anything but a gradual upturn in demand may cause spot shortages and disruptions in the supply chain. We currently are taking measures to ensure the supply of some critical maintenance components to avoid disruptions to our customer base.”
Since most suppliers provide products to truck manufacturers as well as the aftermarket channel, if new truck production were to rebound at the same time as the aftermarket, the potential for shortages becomes much more likely. But that possibility is slim, at best. New truck production volume is expected to stay about the same this year as last year.
“Build rates went up significantly in September, October, November and December,” says McAleese. “January and February both look good, and then we’re going to see a very, very significant drop off. There’s not really a normalized period even to compare against, to say it’s up 10 percent or 30 percent. It’s up significantly – not in a historical sense, but in a current year sense. I think we’re going to see a drop in the 30 to 50 percent range in the March through June timeframe as soon as the 2010 engines have to start being put into vehicles and the inventory [of 2007 engines] is exhausted. I think we’re going to see a very significant reduction in OE build.”
And even if a surge in new truck manufacturing did happen, Beering says it likely still wouldn’t be a problem, at least not for long.
“I don’t think so,” says Beering. “However, if the demand increases take the form of a significant spike, then I suspect that the supply chain would be challenged – at least initially – in keeping up. Staying close to the customer is key.”
Adds MacKay, “Even if it did [rebound], we have plenty of capacity. Look at what we did in 2006 both in terms of supporting the aftermarket and building 300,000 Class 8s. Most of that capacity is still out there. Not all of it, but most of it.”
The consensus is that things will get better, slowly but surely. No one is predicting a spike in new truck sales, aftermarket demand or vehicle utilization.
“The aftermarket is poised for a gradual growth with some significant pockets of major growth, such as remanufactured components usage,” says Kindem. “The
aftermarket and its supply channels – allegiant to its quality standards – are ready when the market rebounds.”
Raymond says some companies are better prepared than others for when a rebound occurs, depending on the actions they took during the downturn. He says inventory and staff will be key determining factors. “Those who made bigger cuts will struggle to fill those holes particularly with skilled and experienced people. Those who let training lapse will struggle more than those who did not. I suspect that recovery will be more gradual and smart WDs will react accordingly and quickly, just as they have done when the recession started.”
And even if the duration or severity of this downturn took your company by surprise, there’s no reason the next one should. With light at the end of the tunnel, now is the time for distributors to be evaluating their own capacity and resources for an economic recovery.
Outside salespersons should be working closely with key accounts, predicatively selling what the parts demand will be throughout the year. This will help manage inventory more efficiently, let customers know you are ready for their aftermarket needs and put you ahead of the upswing.
“Once you get down, it’s easy to stay down,” says MacKay. And I don’t think this is a time to stay down. There’s enough positive at this point in time that distributors and dealers really need to be looking objectively at the positive pieces of the business they’ve got.”
Service Bay – January 2010
Bobby Baker is proud to describe himself as a former truck driver, and he draws on that experience when discussing factors that affect clutch life. “It all comes down to that left foot,” says the technical director of Setco Automotive, which produces LIPE clutches. “You have some drivers called ‘cowboys’ and some drivers who know what they’re doing.”
It would be difficult to overlook the impact of that left foot, especially if a driver pits the power of a truck against the resistance of something like an ungreased fifth wheel. “The weakest part of the driveline is not the yoke. It’s not the driveshaft. It’s the clutch,” Baker continues. “The clutch is basically the failsafe so you don’t ‘puke’ a driveline or bust a gear.”
Beyond the issues that surround outright abuse, there is no overlooking the fact that clutches will require some level of maintenance support over time, and factors ranging from component choices to lubrication intervals will all play a role in the life of any design.
Mileage is actually a poor indicator when trying to determine the potential life of the clutch, notes Andreas Gebauer, senior design engineer with ZF’s Commercial Vehicle Group. The same facing material that lasts 200,000 miles in a linehaul truck could wear away within 50,000 miles under the pressures of a severe-duty application.
ASSESSING SERVICE
When it comes to ongoing maintenance, a series of detailed inspections will offer the best indication of service needs.
The initial adjustment of a new clutch begins by setting the proper gap between the rear face of a release bearing and the front face of the clutch brake that has been pushed into contact with the transmission. That gap should measure
530 thousandths of an inch (thous), plus or minus 30 thous, Gebauer explains.
While the existing Recommended Practice from the Technology & Maintenance Council (RP 638) specifically calls for a half inch, he is hoping that will be refined during a scheduled review of the document. Many widely distributed service manuals have already made the shift.
It is an important measurement. While some technicians believe they can improve the level of contact by reducing the amount of clearance, the decision can affect the pressure plate’s ability to retract, warns Vince Fuleki, product support manager for Roadranger Field Marketing. Drivers at the controls of such a clutch will begin to complain about the trouble they have getting into gear, and that could lead to an unnecessary replacement.
Meanwhile, one of the best ways to determine the need for an adjustment has traditionally involved using a tape measure to identify free pedal travel. If the amount of free play is within one inch of clutch pedal movement at the top of the clutch pedal stroke, an internal adjustment is needed. The locking mechanism may vary by manufacturer, but the clutch adjusting ring will have to be turned to compensate for the internal wear, re-establishing the original settings that existed when the clutch was first installed.
There are limits to the measurement of free pedal travel, however. The clutches found in a Volvo or Freightliner Cascadia will also be equipped with hydraulic actuators, which will mask any changes in free play. This is why self-adjusting clutches tend to be recommended for these systems.
The hydraulic systems will have maintenance needs of their own. Seals, for example, have been known to deteriorate when exposed to something other than a DOT-3 brake fluid.
But the nameplate-specific differences don’t end with hydraulic actuators.
When dealing with manually adjusted clutches, installers usually need to ensure there is 1⁄8 inch between the release fork tips and the clutch release bearing wear pads to allow for normal wear and movement. Adjustments actually are required once that gap shrinks to 1⁄16 inch or less. In comparison, Volvo equipment will not have any gap at all.
In a Peterbilt, International or Freightliner, meanwhile, the clutch fork reaches over the top of the throw-out bearing and rocks forward, Baker notes. With a Mack and Volvo, the fork comes from underneath.
Even the amount of recommended free pedal travel can vary within a family of trucks. Fuleki remembers one customer who had always been looking for 1-1⁄2 inches of free play when working on FL-series Freightliners, but didn’t know that the recommended values for related cabovers required three inches. As a result, the fingers on the cabover’s fork wore right through the wear pads and into the casting.
Of course, the inspections that surround a clutch involve more than specific measurements. Teeth on the input shaft need to be in good condition, while the fork should be checked for flat spots, and cross bushings should be checked for wear of their own.
The flywheel is another component that deserves attention. “Know when to stop turning that thing and go out and buy another one,” Baker adds, noting that most should be serviced no more than once or twice.
The regular application of grease also will do wonders for the life of clutch components. In addition to combating ever-dreaded heat, it can help to compensate for alignment problems with the pilot bearing that would otherwise cause some wear at the back end of the release mechanism, Gebauer says.
Yet the lubrication often is overlooked. While inspecting one truck immediately after a scheduled preventive maintenance service, Fuleki discovered a missing grease fitting. The technician who did the job had not applied any lube at all.
Grease should be applied until it begins to purge out of the back side of the clutch, which faces the transmission. When the clutch pedal is pushed the first time, some of that grease will spread onto the input shaft, which will then deliver the lubricant to the bushing.
There can be too much of a good thing. The excess grease that is packing the inside of the bell housing can soak into the friction material. Most of it will dissipate once the heat is introduced, but some of it will remain.
Baker suggests that the grease should be applied only until a “crack” is heard.
CLUTCH REPLACEMENTS
Still, any clutch will wear out over time, and Baker is among those to suggest that service technicians may caution customers to think twice before automatically using the same model that was already in place. “Why put in the same thing if the clutch is going to fail the same way again?” he asks.
Fair enough, but any changes will need to involve some pointed questions to determine the specific options that will meet the vehicle owner’s needs.
“Just because a truck has 425 hp, that doesn’t mean all he pulls is 80,000 pounds,” he observes, noting how many trucks are pulled into other applications over time. “If you don’t ask the questions, they’re not going to tell you.”
If additional torque capacity actually is required, installers may need to turn to clutch designs that can handle 1,850 or 2,050 lb-ft of torque, not to mention related changes such as the need to adjust rear axle ratios. Models can even be found to deliver 2,250 lb-ft or more, although those usually would be limited to heavy haulers in markets such as Canada and Australia, but maybe some extra capacity is always a good idea. Baker goes so far as to suggest that it is always better to reach for a higher torque, even though the decision will increase the overall pedal effort.
There are other options for customers who are looking for clutches which will last a little longer than their predecessors. A typical clutch with a capacity of less than 1,700 lb-ft of torque will include a seven-spring damper and four paddles, Fuleki notes, but a six-paddle design will help to combat excessive wear.
Aftermarket changes can even improve the life of a preferred clutch, he adds, referring to a snow plow as an example. Since a clutch in this application could begin to seize up in the face of snow and de-icing formulas, the components could be sealed from the outside world by dropping a lube hose into the opening, using a solid cover or grommet and closing the cross shaft holes.
The choice of a humble pilot bearing deserves some attention of its own, Baker says, noting how it should be replaced along with the clutch in a bid to keep the rear main seals from leaking. Indeed, the qualities of individual clutch components will make their own difference to service life. A cheaper pilot bearing may seem like a great idea until the drag and noise begins to emerge, Fuleki says as an example, stressing the need for a premium design with Viton seals, high-temperature grease and a C3 clearance between the bearing’s balls and races to help withstand heat.
Any tractor built since the mid-1990s also will require a soft rate damper, although the issue is probably more critical than ever with today’s gear-fast, run-slow configurations, which deliver a lot of torque out of the back of the engine. Otherwise, there could be a cost in the form of damaged transmissions, U joints, gears and rear axles. “We’ve seen damage back that far,” Fuleki insists. The dampers deserve some care of their own. Early failures can be traced to bad U-joint angles, caused by such things as an altered air ride suspension. This is one of the reasons that adjustment valves have been relocated so they are out of a driver’s reach.
READ THE MANUAL
Product installation instructions should be reviewed as well.
As obvious as the advice may sound, Fuleki stresses the need to train and re-train technicians on the related procedures. Quite frankly, specifications change. He remembers working with a Canadian dealership in the 1990s when a member of the team was setting release bearing travel at 7⁄16 inch. The number did not come out of thin air, but it had been learned when working with Spicer clutches that were produced in years gone by.
“The biggest deal is putting the disk in backwards,” Baker adds, referring to common installation problems that he has encountered. While most disks will be marked with a pressure plate or flywheel side, the printing can be difficult to read. As long as installers know what to look for, the geometry of the individual parts can offer a better indication of directions. One side of the hub – known as the boss – will stick out two to three inches, while the opposing side is just a ½ inch long. If the boss sides are facing each other, the clutch disc will not be able to move and will not fully disengage. Drivers will find that the only way they can get into gear is to shut off the motor. “Make a fist with your right and left hands and bump the pinkies together,” he says, describing a way to remember the proper configuration. The thumbs represent the way the bosses should be aligned.
As a final step, technicians need to remember that inspection covers should be replaced to keep dirt out of the clutch housing. That will be particularly important when working on an off-road truck. If that vehicle’s clutch is left exposed to the elements, it will not be long before it is packed full of dirt, limiting the flow of air and the release of the clutch.
Collectively, these are the steps that will help ensure a sure shift and a long life for the components that make it possible.
Marketplace – January 2010
Michelin X One Retread
Michelin Retread Technologies introduced a new addition to its lineup of retread tires, the Michelin X One XZU S Pre-Mold Retread designed for refuse collection and other high-scrub applications.
The X One XZU S retread is now available as a Pre-Mold Retread in a 390/430 tread size. According to Michelin, the retread features long tread life and outstanding scrub resistance with 23/32 in original tread depth of an application-specific compound. The retread uses Michelin Co-EX technology – a two-layer compound designed to minimize casing temperature for longer casing life – and features a wing tread design for added protection on the shoulders.
While the tread design is optimized for all-weather traction, Michelin says, enhanced protection against stone drilling is also provided by variable pitch groove walls and groove bottom protectors in all grooves. When used in urban regional operations, Michelin X One wide single tires, featuring Infini-Coil Technology, provide optimized weight savings and significant fuel savings, the company said.
A/C Parts Organizer
Four Seasons Inc. introduced its Heavy Duty & Off Road Air Conditioning Service Parts Organizer (Part # 24815) that the company says “covers it all for technicians, offering what they need to complete the repair, all in one SKU.”
The portable kit contains 127 different part numbers, including green HNBR O-Rings, sealing washers, orifice tubes, service caps and more. All the pieces are clearly labeled and organized, the company says, so technicians won’t waste their valuable time looking for the right part.
Padded Mirror Covers
Diversified Specialties introduced Mirror Mitts, bright yellow foam pads designed to slide over truck spot mirrors during service to protect technicians and promote shop safety.
Mirror Mitts are sold in pairs, measure 18 x 16 inches each and consist of a two-pad sandwich joined by Velcro one-wrap straps for easy installation, according to the company. They come standard with the imprint “Safety Is No Accident,” but can be custom printed.
Soft Grip Wire Stripper
Snap-on introduced a soft grip wire stripper (PWCS9) that it says is the first ever, cold forged multi-purpose wire stripper that “is more durable that anything on the market today.”
According to Snap-on, the tool’s patented enclosed spring keeps the stripper open and ready to use, and protects from exposed dirt and grit that can cause malfunction. Its induction hardened surface strips stranded wire from AWG20 to AWG10 and solid wire from 18 up to eight.
The PWCS9 also crimps insulated and non-insulated terminals, has a set of shears, 6-32 and 8-32 bolt cutters and a pair of wire looping holes and a comfortable bi-mold soft grip handle to reduce hand fatigue. In addition, the Snap-on stripper lock button is low profile and conveniently located out of the way.
True UV Leak Detection Flashlight
Tracer Products introduced its Tracerline Optimax 365, a cordless, rechargeable “true” ultra-violet (365 nm) flashlight with ultra-high-flux LED technology.
According to the company, the high-intensity UV lamp works with all auto and truck systems and fluorescent dyes, including yellow, and easily pinpoints oil leaks in diesel engines, even when the oil is extremely dirty.
Features of the Optimax 365 include:
- Lightweight design at 11.8 ounces;
- 20-foot inspection range;
- Corrosion-resistant, anodized aluminum body;
- Rechargeable NiMH battery for 90 minutes of continuous use; and
- Includes UV-absorbing spectacles, belt holster, charger and padded carrying case.
Quick-Release Ratchets
Stanley Proto added four Quick Release Ratchets to its lineup, in 1⁄4-, 3⁄8- and 1⁄2-inch drive sizes, and all include a low-profile quick-release button on the backtop of the ratchet head. They are designed to hold sockets securely while in use, making it possible for users to change sockets with one hand.
According to the company, the low-profile ratchets also are designed to make it easy to install or remove fasteners in hard-to-reach work areas. Each ratchet has a small pear-shaped head to help it slip into tight spots, as well as a 45-tooth internal gear design that provides an 8-degree ratcheting arc. Each ratchet also has a low-profile reversing lever to facilitate quick one-handed direction changes.
To help increase tool life and reduce downtime, the ratchets have a proprietary sealed head design to stop dust and other fine debris from infiltrating the ratchet mechanism, while preventing lubricants from leaking out. The company said the ratchets also have been engineered for added comfort and safety: their contoured, ergonomically designed handles have knurled bands that help increase slip resistance and allow for a strong grip. The handles are made from full-polished double-nickel chrome-plated steel.
WSB Industries’ Environmentally Friendly Additives
Worldwide Sustainable Blends Industries, LLC (WSB Industries) announced a new lineup of environmentally friendly oil additives, fuel and hydraulic fluid supplements, and protectorants for transport, marine, agriculture, industrial manufacturing, railroad, construction, mining, refinery and military applications.
The new products are sold under the Worldwide Sustainable Blends brand and are available exclusively through the VIPAR Heavy Duty network of independent truck parts distributors.
According to the announcement, WSB Industries’ synthetic lubrication technology at the core of the additives is non-toxic, non-corrosive and nonflammable. Additionally, it is not harmful to the environment and does not contain PTFE, copper, graphite or any EPA targeted carbon chains associated with existing technology. Through field testing by fleet operators, WSB Industries said its products have been proven to significantly reduce friction and wear, enhance performance, reduce fuel consumption and maintenance costs, and maximize equipment life while reducing exhaust emissions.
Among the Worldwide Sustainable Blends products are: Fuel Boost, Fuel Enhancer, Engine Oil Enhancer and Cold Flow Supplement.
Continental Releases HDR1 Drive Tire
Continental Tire North America said it has introduced the HDR1 drive tire for sales in the North American market to capitalize on its success in the regional highway segment.
The Fort Mill, S.C.-based company says the HDR1 (Heavy Drive Regional) integrates tire technologies learned from its expertise in demanding regional applications, including features developed to combat wear and tear often created by rough, unpredictable road conditions.
The tire features an open shoulder design that offers excellent wet and dry traction, according to Continental, and for regional haul trucks that need a highly resilient tire with long mileage capabilities, the HDR1 offers 28/32nds of tread depth. The tire also is designed to maintain a resistance to irregular wear and includes a cut- and chip-resistant compound to facilitate long, even wear and durability.
The HDR1 can be used as an all-position tire and is available in the 11R22.5, 11R24.5, 275/80R22.5 and 285/75R24.5 sizes.
Phillips Releases I-Box for Retrofit
Phillips Industries released to the aftermarket its I-Box, a nosebox designed to handle the expanding electronic requirements of today’s trailers. The I-Box, now available for retrofit, is designed with more working room inside the box to help alleviate pinching and pullout of wires for supplemental systems such as trailer-tracking and weigh systems.
The I-Box can house Phillips’ Permalogic Controller and has enough room for flash memory to store trailer schematics, bills of material and other important documents and keep them dry.
Other features include: a removable lid with a weatherproof gasket that helps protect the interior against corrosion and extreme weather; circuit breakers housed in the I-Box that can be changed quickly; and inclusion of Phillips’ 7-way QCS2 Quick Connect Socket, designed to allow for easy replacement when required.
Industry Focus – January 2010
VIPAR Holds Annual Meeting, Celebrates 20 Years
VIPAR Heavy Duty recently held its annual business conference, marking the marketing group’s 20-year anniversary before an increased gathering of distributors, suppliers and industry associates attending the meeting in Marco Island, Fla.
“The strong turnout we achieved was reflective of the positive upbeat attitude that pervaded our annual business conference and the value that our distributors and supplier partners see in our event,” said Steve Crowley, president, VIPAR Heavy Duty. “While there were mixed opinions regarding the business climate that lies immediately ahead of us, there was a strong determination among attendees to evolve with these times and maximize the opportunities before them.”
The conference, which was themed “Evolution,” included a keynote presentation on “Adapting to Change” by outdoor adventurer Ed Viesturs.
“Ed helped inspire our distributor members with his adventures climbing the world’s highest mountains without the use of supplemental oxygen,” said Jeff Paul, director of marketing, VIPAR Heavy Duty. “His message was timely considering the need for adaptability in the constantly evolving business environment. Importantly, he told us that in reaching the top it’s not just what you’ve achieved, but how you’ve achieved it and that getting to the top is optional, but getting down is mandatory.”
Other presentations included a report on VIPAR Heavy Duty’s strategic direction, along with a progress report on the organization’s launch of its new distribution centers with brake remanufacturing facilities, an update on business development plans, the introduction of 2010 marketing strategies and programs and a report on business technology systems.
VIPAR’s 2010 conference will be held November 14-19, 2010, at the Marco Island Marriott in Marco Island, Fla.
FTR: Truck Orders Likely To Decline After 2007 Engine Inventory Is Gone
Heavy truck demand for 2010 is likely to slow after 2007 engine inventory is exhausted, according to the latest issue of The North American Commercial Truck and Trailer Outlook published by FTR Associates.
FTR recently increased its 2009 Class 8 forecast due to a surge in orders in October, but those orders are likely to reduce early 2010 freight-induced demand, as the order activity in October was driven by truck operators lining up for the last of pre-2010 emissions engines. For 2010 models, the U.S. Environmental Protection Agency (EPA) has set tougher guidelines that will require trucks to have more expensive emissions-control technologies.
“2009 will end with modest freight growth, and we expect 2010 growth to be in the 2.8 percent range,” said Eric Starks, FTR president. “However, given the huge decline in freight over the last few years, the increase in freight in 2010 will not be enough to entice fleets in large numbers to buy new, more expensive technology when such equipment is first made available. Many have usable miles on older equipment to get them through the initial uptick in freight demand without taking the risk of adding unfamiliar engine technology to their fleet.”
ASE Announces 2010 Officers, Governors
The National Institute for Automotive Service Excellence (ASE) recently announced the officers for its board of directors for 2010. The organization made the following appointments:
- John Pfennig, manager of service education for Navistar, Inc. in Warrenville, Ill., was elected chairman;
- Roger Foss, national field support manager, Toyota Customer Services, Toyota Motors Sales, USA, in Torrance, Calif., was elected vice chair;
- Mike Phillips, vice president, Organizational Development, NAPA Auto Parts/Genuine Parts Company, Atlanta, Ga., was elected treasurer;
- Rob Barto, manager, Technical Training Design, Nissan North America, Franklin, Tenn., was elected secretary; and
- Joe Torchiana, president, One Stop Tire and Auto Service, Inc. West Chester, Pa., assumes the role of past chair.
“ASE’s success rests, in part, on our industry embracing the goal of voluntary certification for service professionals,” said Tim Zilke, ASE president. “The outstanding support of the ASE program by the organizations that encourage such talented people to serve on our all-volunteer board demonstrates their commitment to improving our industry.”
Also announced were newly elected members to ASE’s board of governors, representing various segments of the industry such as manufacturing/distribution, service employees, service employers and more. The new governors are:
- Monty Roberts, personnel recruiting and retention manager, BMW Group, Westwood, N.J.;
- Michael Durkin, director, Dealer Service and Warranty Operations, General Motors, Grand Blanc, Mich.;
- Brian Watkins, director of training, Midas International, Itasca, Ill.;
- David Helge, vice president Maintenance and Safety, Idealease, Inc.,
North Barrington, Ill.; - Kevin Coogan, master diagnostic specialist, Lexus of Thousand Oaks, Thousand Oaks, Calif., and
- David Fogle, shop foreman, Baker Motor Company, Charleston, S.C.
“I’d also like to take this opportunity to thank our outgoing board members for their service over the years,” Zilke continued. Stepping down as their terms expired was Rod Davis, vice president of Dispute Resolution, Council of Better Business Bureaus; John Brekke, technician at Go Toyota Arapahoe; Jim Uffer, president of Truck Tech, Inc.; and Bill Willis, president of Willis GM Automall & Willis Ford, Inc. “Each of these individuals devoted countless hours to the betterment of our industry and the thousands of automotive service professionals who proudly wear the ASE Blue Seal. We thank them for their service and wish them continued success.”
PTM Releases PTM-Vision for Parts, Repair Businesses
PTM Inc. announced the released of its new, Windows-based software called PTM-Vision, designed to provide “automation for every facet of a parts and repair shop business,” the company said.
Among the areas of automation are point-of-sale, inventory management, accounting, shop time and labor management, fleet maintenance, shop scheduling and many other routine business functions.
“What makes PTM-Vision the most advanced enterprise software product is a number of things,” said Todd Adams, development specialist. “First is the platform size – supporting the new Intel 64-bit processor technology. Almost all of the current software products in our industry are designed for 32-bit processor technology. Second, is the breadth of the software; PTM-Vision is one of the rare products in this industry that integrates all accounting functions into a shop management software product for Microsoft’s Windows platform. This makes PTM-Vision a true enterprise software solution. Last, but not least, is the speed and ease-of-use of the PTM-Vision interface. PTM-Vision’s SK-5 Technology is the most flexible user interface in the industry.”
HDAW 10
Under the theme “Achieving Success In a Challenging Environment,” Heavy Duty Aftermarket Week 2010 takes place this month in Las Vegas where it is expected to draw thousands of aftermarket distributors, suppliers, shop owners and other industry professionals.
Featuring forums, workshops, business sessions and one-on-one meetings, HDAW brings together all stakeholders in the heavy-duty aftermarket distribution channel. HDAW is organized by the Heavy Duty Manufacturers Association (HDMA), the Commercial Vehicle Solutions Network (CVSN) and the Heavy Duty Distributors Association (HDDA), and is governed and planned by a joint operating committee comprised of representatives from more than a dozen different associations and groups.
Of course, HDAW also serves as a showcase for the latest aftermarket products and services as presented by hundreds of show exhibitors. The following companies will be exhibiting at the show and are featured sponsors of this year’s Truck Parts & Service HDAW Product Showcase.
Compact Low Voltage Switch
The SureStart Low Voltage Disconnect (LVD) Switch electronically senses battery voltage and conserves starting power by disconnecting non-critical loads and preventing battery damage from excessive discharge.
The switch has a rating of 100A at 12V or 24V DC. Its service life exceeds one million on/off cycles, and it also features a manual override function that allows users to connect or disconnect the switch when needed, regardless of voltage. The switch is compact (4.5 x 4 x 4.27 inches) and does not require a separate solenoid to control high current, which makes it easy to install into a new or old vehicle.
The LVD switch eliminates dead batteries by automatically disconnecting non-critical loads from a battery when the battery falls below a predefined threshold. When the battery voltage is restored, the switch automatically restores the functionality of the ancillary equipment. The switch also provides over-current, short-circuit and over-temperature protection.
Extreme Torque Rod Cartridge
Hendrickson XTRB is an extreme torque rod cartridge specifically designed to resist walkout through a unique design. Developed for heavy-duty vocational applications, the XTRB features a curled metal casing and bonded rubber bar pin that outperforms non-genuine bushings by up to 33 times.
Available in both bar pin and tapered style designs, this new bushing meets all SAE requirements. By using the ideal torque rod and bushing combination, users can benefit from increased stability, better alignment and reduced tire wear.
DM Ffan Drives and PolarForce Two-Speed Conversion Kits
Available in on/off and two-speed technologies, DM Advantage Fan Drives from Horton have premium components and offer reliable, highly efficient and precise cooling. They are lighter, have high torque and a fail-safe design. DM Advantage fan drives are available as reman fan drives, which are a cost-effective and reliable replacement option.
DM Advantage Two-Speed Fan Drives alternate between eddy current and spring-actuated cooling. Using eddy current, they reduce operating noise, increase available horsepower for auxiliary systems and minimize radiator abrasion from dust/debris. They spring-actuate when more cooling is needed.
Horton’s PolarForce Two-Speed Conversion Kit will help you help your customers reduce noise, save fuel and increase engine performance. For less than the cost of a new fan drive, this conversion kit retrofits a DM Advantage or DriveMaster On/Off Fan Drive to two-speed technology.
Heavy-Duty Batteries
ODYSSEY batteries are suited for heavy-duty, deep-cycle applications such as over-the-road trucks, buses, construction equipment, mining equipment and refrigerated trailers.
They have 70 percent longer cycle life compared to conventional deep-cycle batteries – up to 400 cycles at 80 percent depth of discharge – and high stable voltage for longer periods of time. ODYSSEY batteries last up to 10 years in engine-start operation versus two to three years for similar batteries. Their pure-lead, thin plate technology provides greater cranking power, especially effective at cold temperatures.
In addition, ODYSSEY batteries’ sealed dry cell AGM construction makes them safe, explosion-proof and leakproof. Their rugged construction also offers improved vibration resistance and durability to meet and exceed the rigorous demands of APUs.
Green Power Take-Off Unit
Hydreco’s New 6 & 8 Bolt Standard Green Series PTO is all cast iron with the most environmentally conscious design in the market. All “O” ring seals with a machined stop for the output shaft seal promote a leak-free environment.
The transmission pickup gear and ratio gear is removable from the shaft to lower inventory requirements. The highest torque in the industry is anchored by a side thrust bearing to reduce heat and premature wear ensuring longer life.
A floating air shift piston eases engagement and hardened side tabs reduce wear in the housing. The 6 & 8 Bolt Standard Green Series PTO is painted green because, well, we like the color.
Air Brake Compressors
Newstar Parts Component Group, a subsidiary of S&S Truck Parts, Inc., has added five new NS750 models to its expanding line of new replacement air brake compressors. All units are 100 percent completely interchangeable with OEM units and require no core charges. Models are available for Detroit Diesel, Caterpillar, International and Mack engine applications.
High Capacity Dual Turbo-2000 Air Dryer
SKF recently introduced its new high capacity (H.C.) Dual Turbo-2000 air dryer, an advanced version of the standard SKF Brakemaster Dual Turbo-2000 air dryer designed with a greater maximum compressor size. The new H.C. Dual Turbo-2000 is designed for large compressor output applications and is available in 12V 75W (6.6 amps) and 24V 75W (3.2 amps) options.
The H.C. Dual Turbo-2000 air dryer can withstand compressor air flow output of up to 80 scfm and up to 40 percent compressor duty cycle – the standard Dual Turbo-2000 withstands up to 40 scfm and 100 percent compressor duty cycle.
Additionally, the H.C. Dual Turbo-2000 includes the same internal filtration package with 99.9 percent efficiency as the standard Dual Turbo-2000 air dryer. It also meets the 2010 EPA requirements for high output compressors on transit buses.
Diesel Particulate Filter Cleaner
The Diesel Particulate Filter (DPF) Cleaner from SPX was designed with shop service in mind. The patented cleaning process allows the DPF to be cleaned as part of a general maintenance schedule at the service location with minimal time away from the vehicle. Its moveable locking wheels allow the unit to be placed as close to the vehicle as possible and to be stored wherever needed in the service facility.
The DPF Cleaner features a robust design for long shop life, uses a patented high-pressure cleaning process for thorough cleaning of ash from DPFs and produces 10 times the burst energy of competitive low-pressure units. The unit is proven to clean to over 92 percent efficiency, and employs a HEPA filter air exhaust system to exceed shop environmental air standards. The DPF Cleaner is OE tested.
Diesel Particulate Filters and Diesel Oxidation Catalysts
Tenneco Inc. is helping commercial vehicle parts distributors capture diesel aftertreatment sales opportunities through the development of a broad new line of replacement diesel particulate filters (DPF) and diesel oxidation catalysts (DOC). The first products within this line – OE-style DPF units for 1-ton service trucks from Ford, General Motors and Chrysler – will be introduced by late 2010.
Tenneco is one of the world’s largest manufacturers of OE diesel aftertreatment systems and components for commercial-vehicle applications up to and including Class 8 trucks. This OE expertise is an important advantage in the development of replacement solutions due to the sophisticated emissions control regeneration processes used in most late-model diesel applications.
454-Series Wheel Bearings
Timken recognizes the need of commercial vehicle customers to conserve fuel, carry greater loads, standardize components and maximize uptime. These are the driving factors behind the 454-Series Wheel Bearings. Available in MileMate Sets 440 – 444 and 600 – 604, these bearings are designed to help your customers’ vehicles operate more efficiently and cost effectively.
The 454-Series Wheel Bearings are specially designed to handle 2-inch outset loads associated with both dual and wide-single, wheel-end systems. This provides greater wheel arrangement flexibility and allows for more consistency within fleets. In addition, these bearings are compatible with industry standard components; they fit popular axle and hub designs and can be used to retrofit existing equipment.
BLUE WORKS Maintenance Products
WD-40 Company introduces BLUE WORKS – a full line of industrial-grade, specialty maintenance products that surpass industry standards and deliver superior performance under the toughest conditions.
BLUE WORKS offers a variety of products to meet your customers’ truck maintenance and repair needs, including: silicone lubricant, penetrant, degreaser, high-performance PTFE lubricant, contact cleaner, multi-purpose lubricant, white lithium grease, and dry lube PTFE formula.
All formulas are 50-state VOC compliant, contain special synthetic additives for maximum performance, and have been extensively tested and proven effective by third-party labs. Multiple independent ASTM tests show that BLUE WORKS outperforms the leading competitors in key performance areas.
Guest Column
Over the past 36 months, Truck Parts & Service distributors have experienced what are undoubtedly the most challenging times in their history. Much of the optimism coming from sustained growth that characterized our industry turned to pessimism. Many prognosticators are saying we may not return to the “salad days” of just a few years ago for many years to come.
If they are correct, investing time and energy in developing, documenting and executing a well thought out business plan may prove a worthwhile exercise.
Challenging times test our fortitude, increasing stress levels and taxing our ability to think with clarity. To survive, let alone flourish, we must look inside our businesses to our people and critically assess their skills and passion to lead our businesses into an increasingly complex and competitive marketplace. We must evaluate our existing processes to ensure they provide a proper foundation for profitable execution.
Equally as important are preferred supplier relationships which likely need to be managed with a newfound maturity. Communication with these critical partners in a successful supply chain should be transparent. Have you asked your team how they are helping your preferred suppliers maximize their productivity in serving your company? Have you considered vendor managed inventory (VMI) but never pulled the trigger? Tomorrow’s successful distribution models will likely need to improve inventory turns from our modest industry average of 3.5 to a minimum of five turns to provide needed cash flow. Is your team willing to adjust their past practices to new, more progressive ways?
Bringing together the resources of your employees and your suppliers to serve your customers and prospects is a great place to start the development of your sales plan. Identify the unique value that your products, people, suppliers and locations provide to your customers and prospects. Every company should develop a well-defined sales plan for 2010 and make sure it is “drilled down” to each salesperson so that their daily actions are well connected to company objectives.
The plan should focus first on sales retention and then support sustainable growth, with stated goals that are realistic, attainable and measurable. Growth should come from your core products where you are best known, but introduction of new products that offer value will help you keep and grow your customer base. Listen to your sales team and work with them to remove barriers to their success. Acquisition of new customers will be a greater requirement than in the past. Don’t forget to celebrate winning new business – so that this achievement is recognized and becomes infectious for others on your team to strive for.
Resources will be fewer for many companies than in past years, and adherence to well supported fiscal modeling will be more critical than ever. When an upturn begins, will your company manage its resources to achieve above average performance? Does your company have a well prepared budget process where all your key people contribute to its creation? Can you live and operate within your available resources and provide sustainable value to your customers, opportunity to your suppliers and employment to your best and brightest people?
A well written business plan and budget positions your team for success. Executing the plan provides desired results!
Best wishes to all our friends in the Truck Parts & Service audience for a successful and rewarding 2010.
Editorial: January 2010
In this issue of Truck Parts & Service we take our annual look at the aftermarket’s performance and dynamics for the year we leave behind, as well as what to expect in the year ahead. This market review and outlook is accompanied by the new “TPS Reader Survey: The Year in Review,” which shows how readers fared during the year.
It was not a good year.
During interviews for the cover story with distributors and industry experts, I asked what were the positives of 2009? The question was almost universally met with silence or hemming and hawing. From a business perspective, there was not a lot of good to come out of last year.
The “TPS Reader Survey” reinforces this – about 65 percent reported lower year-over-year sales, with 40 percent expecting a dip of 10 percent or more.
While the numbers show it was, at best, a challenging year for the majority of aftermarket businesses, it’s the comments that some respondents provided with their survey answers that show just how difficult things were.
In addition to lower sales, it was hard to call anything business as usual.
For instance:
- As a body shop operator pointed out, depressed truck values meant that some trucks that would historically have been repaired now are considered totaled and not repaired.
- Economics trumped tradition as one distributor says major customers curtailed their purchases for the first time in 30 years of doing business together.
- Increased training opportunities, greater attention to business needs and more favorable pricing from suppliers were a few positives reported by readers.
- As one reader put it, “price, price, price” was the driving factor behind end users’ decisions on parts and service needs – and that’s if parts are purchased or repairs are made at all. With freight volumes low and many trucks sitting idle, fleets simply parked vehicles that needed repairs and put a parked one into service. About 30 percent of respondents said customers were neglecting normal maintenance and about 25 percent said customers were forgoing necessary repairs.
- To keep the books in the black, many readers went on the offensive, getting more aggressive to go after sales. “We went out and beat the bushes,” one respondent noted. The focus was to both go after new customers and try and grow business with existing customers.
- While “price, price, price” was the mantra for customers, “cut, cut, cut” was the new norm for readers. To avoid layoffs, one company went to a 32-hour work week. When employees left companies, those vacated positions usually were left vacant. Some found layoffs inevitable. Inventories were reduced to bare minimums.
Not a pretty picture, but one that may very well bode well for the future of the aftermarket. When we emerge from this downturn, there is no doubt we will be leaner and meaner. It’s not much of a silver lining, but let’s hope this year brings better news than last year.
Webb Wheel expands Vortex brake drum line
With the federal government’s 2011 stopping distance mandates going into effect next year, Webb Wheel has expanded its Vortex line of heavy-duty brake drums, adding three new models that will be available through Webb’s national dealer network in March.
Like pervious Vortex drums, the expanded product line will be lighter than conventional brake drums, while manufactured from the same, reliable and durable gray iron material.
According to Ken Kelley, vice president of Webb’s aftermarket business unit, the new Vortex drums also will run cooler than conventional drum designs, thanks to Webb’s patented design with superior heat dissipation characteristics, reduced wall thickness, centerline squealer band and external ribs. All of these features, Kelley says, help maximize Vortex liner life and reduce lifecycle costs for fleets.
Webb’s new Vortex brake drums include a 15-by-4 drum weighing 65 pounds, a 16.5-by-5 drum that weighs 79 pounds, and a 113-pound 16.5-by-8.625 model.
