There’s a new generation of equipment on the road, but ongoing maintenance may be easier than you think

In an era of soaring fuel prices and ever-tightening emissions, hybrid trucks seem to offer the best of both worlds. The energy stored in their battery packs or hydraulic accumulators already is being called on to power everything from PTOs to wheels, while traditional diesel engines still are sitting under the hood.

But these emerging systems also present shops with new technologies to understand.

Setting aside the components specific to individual manufacturers, today’s versions of these trucks rely on hydraulic or electric power.

Hydraulic versions, such as those adopted by several waste haulers, use the kinetic energy created by a braking truck to drive a pump/motor.

When working as a pump, this component transfers hydraulic fluid from a low-pressure reservoir to a high-pressure accumulator. Stored energy in the accumulator can then be used to power the motor, helping the truck accelerate on its own or adding to the power of a combustion engine.

As advanced as hybrid systems are, many components will be familiar to the technician. And maintenance tends to come down to filters, oil, coolant and batteries.

In contrast, the electric hybrids that power a growing number of walk-in delivery vans or utility trucks have a generator and motor. The energy captured with the generator is stored in batteries that can be used to power the motor, which can help move the truck or drive a PTO for tools such as cherry pickers.

While any technology requires some maintenance (name a truck part that doesn’t), hybrid systems seem to require little in the way of added attention. Related warranties certainly demonstrate the faith designers have in the equipment life. Eaton, for example, expects the lithium ion batteries in its hybrid electric systems to last as long as seven to 10 years, and it warranties the systems for three years or 150,000 miles.

Preventive maintenance tends to focus on issues like changing filters or fluids. And much of this attention involves the systems needed to cool down the energy-capturing equipment.

In Eaton’s electric hybrids, for example, a pair of lithium ion batteries is cooled by air, in a bid to keep the system under 122°F.

From a maintenance perspective, a related air filter will need to be changed every four months, says Jerald

J. Havenaar, Eaton Roadranger Field Marketing’s product service manager – hybrid/automated products.

“Our biggest challenge is a dusty environment,” he explains, referring to equipment like a boom truck that might need to travel through a dusty job site or down a dirt road. As simple as the filter may appear, it is the key to the ongoing supply of clean air. If it is allowed to plug, drivers might begin to report a vehicle that struggles to launch in a hybrid mode, or a short cycling of the auxiliary power generator [APG].

Dust isn’t the only potential enemy. Even a well-intentioned cleaning can cause damage. “We don’t recommend pressure washing the hybrid PEC [the power electronics carrier that is effectively the system’s brain] and the high-voltage cable areas,” Havenaar notes, referring to the way water could be forced in the area. “Just be cautious of the areas.”

Of course, clean and dry air is merely part of the cooling process. Eaton, for example, also requires original equipment manufacturers to install a separate cooling system for components including the motor/generator and inverter. “Everybody does it a little bit differently,” he adds.

Granted, the cooling systems don’t require much ongoing maintenance, says Kris Hus, Freightliner’s product manager – commercial chassis. Freightliner equipment includes fans on either end of the battery pack in its hybrid electrics, drawing or pushing air through the space, and coolant lines care for components like the motor/generator.

On fully electric vehicles, a completely independent liquid cooling system includes a heat exchanger and about four gallons of coolant.

But there is one important difference when comparing this equipment to a diesel engine’s cooling system: The electric vehicle’s coolant is not exposed to contamination from combustion gases.

“You’re really just maintaining it for electrolytes and its freeze level,” Hus says.

Cooling systems could play an expanding role in the technologies to come. “Moving forward, with some large systems for cooling and larger output of motor/generators, we may consider cooling the PEC,” Havenaar adds.

It is not the only way that temperatures can play a role in the performance of a hybrid truck.

Lithium ion batteries work well between ambient temperatures of 0°F and 140°F, explains Eric Reynolds, Freightliner’s electrical engineering manager.

“Charging is a different story.” This process requires a temperature above 32°F. Some manufacturers even are exploring ways to add heating systems to maintain that temperature.

Engineers also have needed to address the threat of moisture attracted by the ongoing heating and cooling of the battery packs. This is why a Freightliner electric truck also includes a desiccant canister to remove moisture from the internal air, Reynolds adds.

“Lithium ion batteries need to be as dry as possible. They don’t react well to water.” Left unaddressed, this moisture could wreak havoc with the electronics.

Like the oil found in an engine’s crankcase, the 21 gallons of oil in a hydraulic hybrid also can benefit from an oil sampling program. “You can tell a lot about the oil and what is going on in the system,” says Brad Fraley, product service manager for Eaton’s hydraulic launch assist (HLA), referring to tests that can search for everything from water to the particulates from a wearing pump.

The hydraulic oil certainly has to be designed for this specific use. It can be expected to perform at temperatures of up to 180°F when the system’s cooler will turn on, so the fluid’s extreme limit needs to be as high as 212°F.

And it typically will need to be changed about once a year, depending on operating conditions.

A scheduled preventive maintenance check every 300 hours will give technicians a chance to raise the truck to look for visible signs of trouble such as wet spots, or any hose clamps and wiring harnesses that are coming undone.

But even though debris in a landfill has been known to snag anything hanging underneath the truck, these parts are not left openly exposed to the threat.

Eaton has included some extra sheathing to protect the hoses, while electrical wiring is routed above that.

The hydraulic reservoir is mounted in a protected area of the frame rail, while the 500-lb. steel accumulator, which holds the pressurized fluid and a charge of nitrogen gas, is pretty robust on its own.

Setting aside any unique maintenance needs, hybrid systems of every sort actually help to reduce the stress on common truck components.

“We’ve seen anywhere from two to three times the brake life from the standpoint of replacing your friction material,” Hus says of the brakes.

Havenaar refers to the reduced clutch wear because of the ease with which a hybrid system and its automated transmission launch a truck in motion.

A hybrid motor used to start a truck also lessens the strain on the 12-volt starters. According to Hus, that can be a big issue for traditional package delivery vans which can power down during each of the 100 to 150 stops a day, wearing out a starter every one to two years.

No matter which hybrid system is used, however, technicians will need to be aware of the related lock out and tag out procedures before any maintenance on something like an inverter begins.

This equipment was designed to store energy, after all. Eaton, for example, has a nine-step shutdown process for its 380-volt hybrid electric systems, complete with a tag placed over a service switch and a five-minute wait for any voltage to discharge.

The state of charge itself is monitored through related ServiceRanger software, and everyone is advised against working on a system that still holds more than 30 volts.

In the case of the hydraulic system, there is a three-step process to prepare the hydraulics for maintenance and service. First, the key needs to be turned off, followed by a five-minute wait to allow the hydraulic state of charge to drain the accumulator to the reservoir.

Next, technicians should access a relief valve at the bottom of the pump, to relieve any hydraulic pressure in the system.

To complete the procedure, use the ServiceRanger diagnostic tool to check that the pressure in the accumulator has drained to zero.

“Hydraulically it’s safe to work on,” Fraley says, adding that nitrogen gas pressure in the accumulator still remains at 1,800 psi. “Following the prescribed procedures, it’s a relatively safe system to work on.”

Anyone who works on Freightliner hybrid electric vehicles is reminded to engage a manual disconnect switch that isolates all the high-voltage power in the battery pack.

“None of the cables are live anymore. After that, it’s to be treated and regarded as any normal vehicle on the road,” Reynolds says.

Of course, shops can expect to see new forms of this equipment in the near future.

Freightliner is preparing to roll out Class 5 trucks with a new hydraulic hybrid system, which will include a pair of Parker hydraulic pumps and a planetary gear set, allowing the truck to work in two separate modes. “It’s kind of a hybrid between a series and parallel system,” Hus says.

At lower speeds the engine actually is decoupled from the rear axle and works as a generator set to power hydraulics.

At higher speeds, the planetary gear creates a mechanical link between the engine and the rear axle.

Under the right conditions, it should be able to capture more of the potential power generated during braking.

“A battery is limited in how much energy it can absorb and dispel over a given period of time,” Hus notes. “That’s not quite the case with hydraulics.

You can spin the pumps pretty much as aggressively as you want.” Another advantage is that it allows the engine to turn off when the hydraulic accumulator is charged.

As new systems continue to emerge, they all will require more training. But as advanced as the systems sound, many of the components still will seem familiar. Remember, the maintenance always seems to come down to filters and oil, coolant or batteries. All of those will seem familiar to any technician.

“I know there’s a lot of technicians out there who are used to working on diesel trucks and know how the technology works,” Reynolds says. “There’s nothing that can’t be learned, and moving forward can get us better fuel efficiency.”

There are two types of input shaft failures, 45 degree angle fracture and star fracture. According to Roadranger, a 45 degree fracture is the result of an extreme torque spike. The torque spike causes a surface crack that grows over time. As the crack grows, it weakens the shaft until it cannot transfer torque, then it fractures.

The root cause of a 45 degree input shaft fracture is believed to be aggressive lever shifts or splitter shifts — a shift completed out of the rpm synchronous range for a normal shift. This could include a shift where the lever is forced into gear or a splitter shift that is not selected properly. (See Figures 1 and 2.) Another possible cause of a 45 degree fracture is spinning tandem wheels coming into contact with pavement causing an extreme torque spike.

A star fracture results from a shaft being subjected to continuous operation at or near the design limit of the shaft strength, Roadranger says. These cracks often start below the surface.

A star fracture is the result of operating the vehicle at the engine’s maximum torque for extended periods of time, according to Roadranger. (See Figures 3, 4, 5 and 6.)

Figure 1: In a 45 degree fracture typically there will be secondary damage to the shaft diameter just forward of the input bearing and the main drive gear drive spline ends are rounded.

Figure 2: In this close-up of the rearward end of the fracture, you can see the fracture began at the bottom of a spline root and progressed slowly across the diameter of the shaft at a 45 degree angle.

Figure 3: This photo shows typical secondary damage caused by the input shaft being driven by the vehicle and flailing around due to lack of restraint.

Figure 4: The area rearward of the clutch engagement area and forward of the end of spline full depth is the area of highest stress on the shaft.

Figure 5: Torsional shear cracks and surface initiated torsional tensile fatigue cracks are visible.

Figure 6: A cross section of the forward end of the fracture shown in Figure 4 and 5.

Refrigerant Warning

There have been signs recently that R-40 has been supplied in 30 lb. cylinders and marked as R-134a, according to the Mobile Air Conditioning Society.

R-40 and R-40 with other refrigerants have been used to service both stationary and mobile A/C systems in various parts of the world.

MACS says currently there has been no indication that cylinders containing R-40 are in the North American market. However, because there is indication that this is happening in other parts of the world, MACS believes there may be the potential for the refrigerant to appear in the North American market.

R-40 is said to be extremely toxic, flammable and highly reactive when exposed to aluminum. In some cases, R-40 may react with aluminum to form a third highly unstable compound that can react violently with air, according to a MACS bulletin,

MACS is in the process of formulating guidelines for instances when R-40 refrigerant cylinders are found.

Issues under consideration include:

o Establishing the ability to identify cylinder contents;

o Establishing a safe method of determining if a system contains R-40;

o Establishing a way to remove the refrigerant from a system;

o Determining potential damage to systems that contain aluminum; and

o Exploring exposure issues.

Figure one

Figure two

Since many states have increased the use of magnesium and calcium chloride as a road de-icer, which are corrosive to brass and copper, it is important to check contact pins used in plugs. (See Figure 1.)

To keep the products working properly and to slow the corrosion process, Phillips recommends the following maintenance tips.

Figure three

Figure four

Apply dielectric grease to every plug and socket. Phillips says this will keep moisture out and increase the flow of energy through the connection. (See Figures 2, 3 and 4.)

Figure five

Phillips recommends that you clean and grease the 7-way interface plug at every preventive maintenance interval. The company recommends PM inspections every three months or more often if the vehicle is exposed to magnesium or calcium chloride. (See Figure 5.)

Wash electrical cable, plugs and sockets more frequently in winter weather. Do not power wash because water can be forced into areas from which it cannot escape, leading to corrosion.

Safety Recalls

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* There is a problem with certain Meritor Wabco electronic stability control modules with part numbers 446 065 020 0, 400 850 179 0, 400 850 195 0, 446 065 027 0 and 400 850 185 0 shipped from August 2005 through September 2011. Under certain road and driving conditions, vehicle body roll and road inclination characteristics may adversely affect the slip angle calculation of the ESC system. This may cause the ESC to perceive an over-steering situation and apply the outer wheel brake on the front axle until the vehicle is perceived to be stable. If the driver is slow to react during the ESC intervention, the vehicle may deviate from the intended line of travel, increasing the risk of a crash.

* The weld that attached a bracket to the housing on certain Meritor 16 mm C89-3121-2-24 and C61-3121-2025 housings assembled into RD-23-164 drive axles produced from Dec. 1. 2010 through Feb. 14, 2011, may crack as a result of improper welding procedures. These axles were installed on certain Mack and Daimler trucks. If the weld cracks, the bracket may detach resulting in loss of vehicle control.

* There is a problem on certain Transcraft model year 2010 and 2011 platform trailers manufactured from Oct. 15, 2010 through Jan. 31, 2011, and equipped with Gunite automatic slack adjusters. As a result of incomplete knitting of the iron at the time of casting, there can be inadequate structural integrity of the slack adjuster housing. This can cause the housing to break at the handle under normal operating loads. If the slack adjuster housing were to break, the wheel brake to which the slack adjuster is attached would no longer function.

* The pinion bearing on rack and pinion steering systems on certain Daimler model year 2005 to 2011 Cascadia, Columbia, Century, Coronado and Classic XL trucks manufactured from Nov. 1, 2004 through June 15, 2010 may corrode and fail. A failed bearing may lead to damage of the spool valve seats. A damaged spool valve seat may allow hydraulic fluid to flow to the right- or left-turn port instead of flowing to the return port. The steering could unexpectedly turn left or right, making the vehicle more difficult to control and increasing the risk of a crash.

* There is a problem with certain Meritor drive axles and front non-drive steer axles produced from July 25, 2011 through Sept. 9, 2011 that were sold and installed as original equipment to Hino Motors. Some of the axles with wheel ends may have improperly assembled fastening hardware or nut locking features. This could result in wheel separation, which could lead to loss of vehicle control.

* Coolant in certain Blue Bird school buses equipped with Caterpillar C7 diesel engines, 7L, 6-cyllinder turbo and air-to-air aftercooled engines with 190 to 300 hp rating, built from Dec. 14, 2006 through Jan. 6, 2009 can degrade. This may cause the engine components to deteriorate prematurely possibly resulting in coolant leaks.

* The grid heater ground wire on certain model year 2011 through 2013 Freightliner S2 106 CH and S2C 106 cab chassis manufactured from Nov. 15, 2010 through Oct. 6, 2011, may contact the relay power terminal and rub and chafe. This could lead to a short circuit or an electrical fault.

There are several different technologies — fluorescent, incandescent and LED — in the market today for trailer lighting.

According to Phillips, each has its trade-offs and when selecting lighting for a customer you should consider cost effectiveness, life-cycle and environmental impact.

Incandescent lights require a lot of power, according to Phillips, and have a lifespan of about 1,200 hours. The company says they are susceptible to breaking because of vibration and are somewhat sensitive to low temperatures and humidity.

They can draw from .33 amp for a marker light, up to 2.1 amp for a stop, turn and tail light. Because incandescent lights emit a lot of heat, Phillips does not believe they are ideal for trailer applications.

Fluorescent lights use mercury, which is considered a hazardous material, and needs to be disposed of properly. The lifespan of a fluorescent bulb is about 8,000 hours, according to Phillips.

They are used most frequently for interior trailer lighting. Frequent cycling can decrease the bulb’s lifespan, according to Phillips.

The company does not recommend them for use in sub-zero temperatures or temperatures above 120°F. On average, Phillips says they draw 2.5 amps per light.

LED lighting is said to have a lifespan of 50,000 hours and can be used in any temperature or climate, according to Phillips.

They are not susceptible to vibration. They draw from .12 amp for a marker light up to .3 amp for a stop, turn and tail light.

Phillips says LEDs do not put out as much heat as other types of lighting and they can be cycled frequently.

However, LEDs cost more initially. LEDs also require a “driver board” to control them and make sure they are being powered within their operating parameters.

U-Joint Kit Upgrades

According to Roadranger the SPL250-3X service U-joint kit supersedes the SPL250X service U-joint kit and can be applied in all SPL250 applications. (See Figure 1.)

Figure 1

In addition, the SPL170-4X service U-joint kit supersedes the SPL170-3X service U-joint kit and can be applied in all SPL170 applications.

The new SPL250-3X kit can be identified by hard plastic seal guard and the absence of the groove on the outside of the bearing cup.

The new seal guards include a cup retention feature that eliminates the need for the tie wire used in OEM applications, according to a Roadranger technical bulletin.

Figure 2

The new seal guard requires the outboard cups to be fully seated on the journal prior to installation into the end yoke. A C-clamp or small press maybe needed to fully seat the bearing cups, according to the bulletin.

The new SPL170-4X kit can be identified by etched lettering in the bearing cup. (See Figure 2.)

The new U-joint kits uses large diameter needle rollers and high temperature Viton seals to provide extended U-joint bearing life, Roadranger says.

Figure 3

With the SPL250-3X, because of the new cup retention feature and seal package, the bearing cup assemblies from the current SPL250 U-Joint cannot be used as replacements with the new kit bearing cup. (See Figure 2.)

The hardware should be used to reinstall the drivelines into a vehicle and for maximum performance, the torque specifications and torque sequence should be followed during the original installation or reinstallation of components. (See Figure 3.)

After the installation, the universal joint must be fully purged with an E.P., high temperature grease meeting N.L.G.I. grade 2 specifications.

Spicer approved grease must have an operating range of +325°F to -10°F and be compatible with lithium soap types.

Spicer recommends re-lubrication with Chevron Ultra-Duty EP-2 or high quality E.P. grease (Timken Test Load 45 lbs. min) meeting N.L.G.I grade 2 specification.

Failure to use approved grease will void the warranty.

Many liftgates still use single pole systems and are grounded through the fifth wheel and kingpin. According to Phillips, when the kingpin ground is interrupted, the 8-gauge wire at the J560 connector can become overloaded.

Phillips says the solution is a dual-pole cable. The dual-pole cable has a dedicated positive and ground line directly from the tractor batteries.

The extra reliability in the connection ensures that there is a continuous charge to the liftgate batteries.

When using the dual-pole cable, Phillips says you are providing a cleaner signal to the liftgate batteries and other auxiliary components.

SAFETY RECALLS

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* On certain model year 2012 Peterbilt 587 tractors, manufactured from Jan. 12, 2011, through May 20, 2011, equipped with Meritor’s Maxton driveline assemblies, the tubing may have a seam weld with insufficient bonding. The affected driveline assemblies are RPL25 coupling shafts and slip shafts (main) driveline assemblies. This can result in a seam weld fracture when torque is applied. Once the tube seam weld is fractured, the driveline may become inoperable, which may result in a disabled vehicle or debris from the driveline may fall on the roadway, both of which can increase the risk of a crash.

* Paccar is recalling certain model year 2012 Kenworth T660 tractors manufactured between April 18, 2011, and May 20, 2011, equipped with a safety latch attached to the hood strut that is designed to automatically engage when the hood is opened. If the hood strut were to separate, the safety latch may not engage. A non-operational safety latch may not be detected by an operator and the hood may unexpectedly close, increasing the risk of personal injury.

* The mounting bracket for the fixed end on certain Fontaine air actuated fifth wheel assemblies, Part Nos. AA4LWO675012, AA4LWO775012, and AA4LWO875012, sold as aftermarket equipment for use on various vehicles, may not position correctly in accordance with engineering specifications. If the mounting bracket is not positioned correctly, the trailer can separate from the vehicle, increasing the risk of personal injury or a crash.

* The wheel bearing cone rollers on certain Meritor MFS08113BNH12 and MFS08113BNH14 series axle assemblies sold and installed as original equipment for certain heavy trucks may not have been properly heat treated. These bearing products contain a date code, “ZJ.” Improperly heat treated bearings can fail under loads/stresses possibly resulting in a wheel separation and a crash.

* During the trailer coupling process on certain model year 2011 Kenworth T700 vehicles equipped with Fontaine Ultra LT model fifth wheel manufactured from Oct. 5, 2010, through Oct. 13, 2010, it is possible for a driver to partially close the Fontaine ultra LT model fifth wheel around the trailer kingpin without the fifth wheel being fully engaged and locked. A partially coupled fifth wheel may result in a trailer unexpectedly separating from the tractor, increasing the risk of a crash.

* Certain bumper mounting brackets on model year 2011 and 2012 Coronado vehicles equipped with a set forward front axle and a logger bumper with a center tow device manufactured from March 9, 2010, through July 16, 2011 may crack. If not repaired, the crack may lead to the bumper falling off of the vehicle, increasing the risk of a crash.

* Certain Autocar model year 2011-2012 ACTT heavy-duty Class 8 terminal tractors manufactured from Feb. 23, 2011, through June 24, 2011 may develop cracks in the top flange of the right-hand frame rail at the clearance cut-out for the engine air intake system. This is due to high stress induced at the location of the cut-out when the vehicle is subjected to severe-duty cycles. Over time, cracking in the frame rail may propagate and cause the frame rail to fail, resulting in changes in vehicle handling and/or increasing the risk of a crash.

* There is a calibration error in the ECM software on certain model year 2012 Isuzu N-series trucks equipped with gasoline engines, manufactured from April 27, 2011, through July 26, 2011. In the event of a failure or malfunction of the brake pedal switch, application of the brake pedal will not cause the cruise control to be canceled. This condition could result in a vehicle crash.

* The alternator cable on certain Navistar model year 2010-2012 PayStar, WorkStar, TranStar and ProStar commercial trucks manufactured from June 1, 2009, through May 31, 2011, equipped with a MaxxForce 11 or 13 engine (feature code 12UXJ or 12UXH) and with alternator feature code 08GGN, 08GGR, 08 GHG, or 08GHH may rub on the high pressure power steering hose. This could cause chafing on the insulation and result in an electrical short. An electrical short may cause a vehicle fire possibly resulting in property damage, personal injury, or death. A bracket is needed to route the wires away from the power steering hose.

* The intake air grid heater on certain model year 2005 through 2012 Freightliner M2, Sterling Acterra, 7500 and 8500, and Thomas Built HDX vehicles manufactured from June 23, 2004, through March 15, 2011, equipped with specific MBE900 EPA04 and EPA07 model engines may short circuit and fail due to excessive internal temperatures. A short circuited grid heater could result in a vehicle fire and injury to vehicle occupants.

Oil filter capacity does not refer to the amount of oil that needs to be added when changing both oil and filter.

According to Chuck Kerrigan, director of marketing for Purolator Filters, oil filter capacity describes the amount of debris an oil filter can hold before it becomes obstructed and causes the filter’s bypass valve to open.

When selecting a replacement oil filter for your customer’s vehicle be certain the filter has sufficient capacity to capure and hold all the debris it’s likely to encounter during its service life, he advises.

The longer an engine oil filter is in service, the more debris it will hold. Eventually the filter can become completely obstructed, causing the bypass value to open and direct unfiltered oil to the crankshaft, engine bearings and other components.

There are a number of sources of particles inside an engine, Kerrigan explains. Casting flash can break off the inside of the engine block or the connecting rods, pistons and valve train components.

“Sources of non-metallic debris include dust and dirt, pieces of gasket material that may become dislodged over time, pieces of disintegrating valve stem seals and even bits of hardened carbon that can build up on valve train parts and then break off. It also may be other oil-wetted internal parts that are subjected to high temperatures that can bake oil into hard carbon deposits,” he says.

All of this can add up to substantial amounts of debris that can build up over time.

Another thing to look at is the filter’s efficiency. Efficiency is a measure of the percentage of particles of a given size a filter is able to capture.

The goal, according to Kerrigan, “Is to select an oil filter that you can be confident will safely remove all the debris it might meet inside the engine, while maintaining its ability to continue to provide properly filtered oil where it is needed most — between highly stressed moving parts in the heart of the engine.”

Troubleshooting Trailer Lights

Phillips Industries offers the following tips for troubleshooting flickering lights or a group of lights out on a trailer.

Clean both 7-way sockets on the tractor and trailer. Then clean both plugs on the electric cable with a 7-way plug and socket brush.

Insert a socket circuit checker into the 7-way connector on the tractor. Go inside the cab and turn on each of the circuits individually.

Check the tester to see that only one LED is lit. If the proper LED lights up, connect a 7-way electrical cable to the tractor and use the 7-way plug tester at the other end of the cable. If the LED lights up correctly, the problem is somewhere in the trailer.

Check the circuit breakers on the trailer’s 7-way nosebox. They may be bad or need to be tightened. If the circuit breakers are working properly and there still is a problem, the trailer wiring is most likely the culprit.

If two or more lights on the tester are turned on, the problem is with the tractor wiring. If, however, no LEDs are lit, check the fuses and relays inside the tractor.

If the tractor fuses and relays are working properly, measure the voltage of the correlating circuit breakers on the tractor’s 7-way socket. If there is no voltage, then there is a cut or loose wire from the fuse box to the back of the tractor.

You cannot diagnose a wiring problem directly at the front of the trailer if it is set up as a pup trailer with a tester, but need to do so at the back of the trailer.

In this case, plug in the light/circuit tester a the rear of the trailer. Then turn on the flashers, marker lights and engage the brakes to determine if all the circuits are working properly.

The same process can be followed using a 7-way plug circuit checker on a 7-way cable when plugged into the back of the tractor.

SAFETY RECALLS

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* On certain model year 2012 Volvo VHD, VNL and VNM, and certain model year 2012 Mack CHU, CXU, GU, MRU, LEU and TD trucks equipped with a Meritor driveline, the tubing used to assemble the drivelines has a nonconforming seam weld with insufficient bonding of the material. This can result in a seam weld fracture when torque is applied. Once the tube seam weld is fractured, the driveline may become inoperable, which may result in a disabled vehicle or debris from the driveline falling onto the roadway, both of which can increase the risk of a crash.

* The lock nuts and bolts attaching the air ride suspension hangers to the trailer on certain model year 2010-2011 Great Dane GPA aluminum flatbed trailers are defective. This may result in loss of fastener torque allowing the suspension hangers to become loose. The suspension components could detach from the trailer resulting in loss of control and a crash.

* There is a potentially defective weld on the shaft that the clutch pedal attaches to on certain model year 2010-2011 Mack CHU, CXU and GU heavy trucks manufactured from July 12, 2010, through July 23, 2010. If the weld fails, the pedal shaft may work its way loose and potentially cause the clutch pedal to fall to the floor. This could limit the driver’s control of the vehicle increasing the risk of a crash.

* The fastener that attaches the pitman arm to the right side steering gear on certain model year 2012 International WorkStar commercial trucks manufactured from February 7, 2011, through June 7, 2011, and built with dual steering gear feature codes 05PTB, 05PTE, 05PUA, 05PUB, 05PUC, 05PUD, 05PUE or 05PUH may not have been tightened to its specified torque, or the locking feature associated with the fastener may not have been installed properly. An under-torque condition and/or missing locking feature may cause a loose connection possibly allowing the pitman arm to separate from the steering gear resulting in loss of steering control. Loss of steering control increases the risk of a crash that may result in property damage, personal injury or death.

* The bolts used to mount the steering gear on certain model year 2009-2012 Mack MRU heavy trucks manufactured from Nov. 26, 2008, through April 26, 2011 were not tightened to specification. The bolts can loosen, which over time may cause the steering gear to disconnect from its mounting bracket. A complete loss of steering may occur increasing the risk of a vehicle crash.

* On certain model year 2011-2012 Kenworth T660, T700 and T800 vehicles manufactured from April 19, 2010, through May 13, 2011, and model year 2008, 2010 and 2011 Peterbilt 365, 367, 384, 386, 387, 388 and 587 vehicles manufactured from April 20, 2010, through June 11, 2011, and equipped with Paccar MX engines and Eaton Ultrashift DM or Allison automatic transmissions (without auto-neutral) the fast idle control may be activated by the operator while the transmission is in gear. If the fast idle control function is engaged with the transmission in gear, the vehicle could unexpectedly accelerate and override the parking brake creating a risk of a crash and damage to other vehicles or property and the potential for injury to nearby pedestrians.

* The front axle outer wheel bearing cone rollers on certain model year 2011 Hino NE8J vehicles may not have been properly heat treated. The suspect bearing cones have the date code “ZJ” on the major face of the inner bearing race just following the “Canada” stamp. Without heat treating, a bearing may suffer pre-mature failure, which may result in a fire at the wheel or wheel separation that could lead to a crash.

* The battery cable insulation on certain model year 2011 and 2012 International DuraStar heavy trucks equipped with engine feature code 12UXJ and 12UXH manufactured from Jan. 21, 2010, through April 19, 2011 may abrade on the front suspension spring shackle, possibly resulting in an electrical short. An electrical short may cause a fire without warning, possibly resulting in property damage, personal injury or death.

* The steering wheel components on certain model year 2011 W42 and W46 Navistar Workhorse chassis manufactured from Jan. 1, 2011, through May 25, 2011 do not meet design specifications. As a result, the steering wheel inner piece may separate from the outer piece, which may decrease the driver’s ability to control the vehicle. Decreased driver control may increase the risk of a crash resulting in property damage, personal injury or death.

Phillips Industries offers the following procedure on the proper way to replace worn gladhand seals

• When using colored seals, put the proper color in each type of gladhand connector. Parking brake lines and fittings are red, while the service brakes are blue. (See Figure 1.)

• There are two types of seals, those with a convex outside surface and those with a flat outside surface. (See Figure 2.) The seal type varies with the type of gladhand although there are some universal gladhands.

• Remove the seal by gently prying it out with a screwdriver being careful not to damage the gladhand surface. (See Figure 3.)

• Before installing the new seal, use a clean rag to wipe the gladhand cavity clean. Gently remove any debris. (See Figure 4.)

• Install the new seal by positioning half of it in the air hole of the gladhand, aligning it squarely with the hole. Then press inward all around the seal surface to force it to lock into the groove all the way around. (See Figure 5.) Rotate the seal several times once it’s in place to make sure it is seated properly.

• Figure 6 shows how a seal should look when installed properly.

Safety Recalls

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* On certain model year 2008-2011 Mack CHU and CXU trucks manufactured from January 2008 through July 2010, there may be an interference with the bolts used to secure the fifth wheel to the frame that can *revent the bolts from being torqued to specification. *he bolts may fail, which can result in the fifth *heel coming loose and causing the trailer to separate *rom the tractor.

* The spindle nut on certain Meritor TL series trailer axles may not have been properly torqued or *ot torqued at all, allowing excessive end-play in the wheel-end system. This could progress to a wheel separation.

* The electrical circuitry on certain model year 2008-2012 Mack MRU and LEU heavy trucks manufactured from Jan. 3, 2007 through Feb. 3, 2011, may not provide adequate overcurrent protection. In the event of an electrical overage, the fuse that should prevent the overcurrent from reaching the mirror switch circuit may fail so that the mirror switch can overheat. An overheated switch can cause a vehicle fire.

* There may have been incomplete “knitting” of the iron at the time of casting on certain model year 2011-2012 Volvo VHD, VNL, model year 2012 VNM trucks and Mack model year 2011-2012 CHU, CXU, GU, LEU and MRU trucks manufactured from Oct. 15, 2010, through Jan. 31, 2011, equipped with Gunite automatic slack adjusters. This may have resulted in inadequate structural integrity of the slack adjuster housing, which could cause the housing to break at the handle under normal operating loads. Slack adjusters with this flow notch could crack under normal braking conditions causing loss of braking which could result in a vehicle crash.

* Certain model year 2011-2012 Kenworth T440 tractors manufactured between Oct. 18, 2010, and Feb. 9, 2011 fail to comply with Federal Motor Vehicle Safety Standard No. 121, “Air Brake Systems.” The quick release air valve required in the full truck service brake air line gladhand connection may not have been installed. The omission of the quick release air valve may allow the full truck service brake air line gladhand release timing to exceed the threshold of 0.75 seconds by one-tenth of a second, thereby failing to comply with the requirements of the safety standard. The service brake of a towed vehicle or trailer may have a delayed release, increasing the risk of a crash. A quick release needs to be installed in the air valve in the full truck service brake air line with gladhand connection.

* The supply and delivery air lines for the foot valve on certain model year 2011-2012 Western Star 4900 vehicles manufactured from April 1, 2010, through May 13, 2011, with standard cab height and a DD13 engine may contact the air intake on the engine. Relative motion between the cab and the engine may allow the delivery airlines to chafe on the air intake. A hole in the delivery air line may develop, eventually leading to reduced braking capacity to the front or rear brakes, increasing the risk of a crash. Inspect the air lines and re-route them if necessary to provide additional clearance to the engine air intake.

* On certain model year 2009 through 2011 Freightliner Cascadia, Century, Columbia, Coronado, M2 and Western Star 4900 heavy trucks manufactured from Feb. 19, 2009, through July 9, 2010, equipped with specific DD13 and DD15 engines assembled with a Bosch high pressure fuel pump element may develop a crack due to hydrogen induced stress corrosion. The crack may result in a diesel fuel leak. If a diesel fuel leak continues undetected, fuel may spill onto the roadway increasing the risk of a crash.

* There is an issue with certain model year 2011 business class M2, and Coronado, model year 2011-2012 Cascadia vehicles equipped with Fontaine Ultra LT fifth wheels and manufactured from April 7, 2010, through March 7, 2011. During the coupling process on vehicles equipped with pre-modification Fontaine Ultra LT fifth wheels, it is possible for the driver to partially close the fifth wheel lock, and if relying on a tug test (pull test), and not performing the required visual inspection, think that the fifth wheel lock is properly coupled to the trailer king pin, when in fact, it is not. If the tractor is not fully connected to the trailer, the trailer may disengage while in use, increasing the risk of a crash.

* A cap on the return fuel valve on certain Navistar model year 2011-2012 IC AC, BE, CE, HC and International 4300, and TerraStar commercial trucks manufactured from Feb. 25, 2010, through April 4, 2011, and equipped with a MaxxForce 7 engine may fall off allowing air to be drawn into the fuel system possibly resulting in engine hard start, no start or stall conditions. Engine stall on the roadway increases the risk of a vehicle crash.

* There is a problem on certain model year 2008-2011 Mack GU heavy trucks manufactured from Sept. 12, 2007, through Apr. 8, 2011, with a four battery cable design. As a result of the routing and clipping used, the battery cables may come in contact with frame hardware, which, as a result of chafing, may cause the insulation to become worn to a point where a short occurs. A short can cause a vehicle fire. Re-route the battery cables and replace the cables if chafing has occurred.

The gladhands are a critical piece of the air system and need to be maintained. Because gladhands connect downstream of the air system dryer, failing to care for them will allow moisture to penetrate the system and cause problems, according to Phillips.

Broken edges and cracks indicate it’s time to replace the gladhand seal.

 Gladhands have rubber seals that enable them to seal tightly. It is important to check gladhands regularly for leaks because the seals eventually wear out.

Seals with flaps, like the one shown here, will help seal the gladhand shut when it is disconnected, keeping out moisture and dirt.

Drivers usually will hear leaks when they disengage the parking brakes or apply pressure to the service brakes. If the leak is generated at the gladhand seal it should be fixed immediately before air consumption is increased.

Increased air consumption weakens the desiccant in the dryer, ultimately resulting in a need for service, according to Phillips.

Another good preventive maintenance tip to share with drivers is to always affix the gladhands to their stowaways when dropping the trailer. If they are not kept sealed, the air brake system components could get damaged by debris entering, or in extreme cold temperatures by allowing moisture to freeze the service and parking brakes.

Other protecive options to consider:

• Anodized gladhands for added protecion against corrosive elements

• Filter screens to keep debris out of the air lines

• Polyurethane seals

• Stainless steel detent plates

• Powder- and zinc-coated detent plates

• Replacing gladhands everytime you replace air coils

Hub Installation Procedures

Meritor provides the following procedure for installing hubs with three drum-and-wheel pilots:

* Park the vehicle on a level surface and block the wheels to prevent the vehicle from moving. Raise the vehicle frame so that the tires are off the ground and support the vehicle with safety stands.

* Use a scraper or wire brush to clean the hub mounting surfaces (flange and pilots).

* Ensure that the drum matches the hub mounting system and a hub pilot is located at the TOP position.

* The three pilots of the lightweight hub are located 120 degrees apart. Rotate the hub so that one of the hub pilots is at the TOP center or 12 o’clock position. (See Figure 1.)

* Mount the brake drum so that it is seated on the drum pilot at 12 o’clock and against the flange at the hub. The shorter hub pilot for the drum is approximately ¼ in. long and is slightly larger in diameter than the pilot for the wheel.

* Ensure the drum is fully seated against the flange and remains there while the wheels are mounted. (See Figure 2.)

* Ensure that the wheel matches the hub mounting system and a hub is located at the TOP position.

* Install the wheel onto the pilots taking care that the wheel does not impact the drum before the wheel is fully seated. If the wheel impacts the drum before the wheel is fully seated, make sure drum us still on the pilot.

* Check that the wheel and rim assembly does not interfere with the brake drum.

* Verify that the valve stem does not touch the brake drum.

* Tighten the wheel nuts in a star pattern in 50 lb-ft increments until 400 to 500 lb-ft is reached. (See Figure 3.)

* Rotate the wheels to verify that there is a straight tire/wheel line and that there is no rubbing of the brake drum on the shoes.

SAFETY RECALLS

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* Certain model year 2005 to 2007 Sterling L-Line vehicles manufactured Sept. 13, 2004 through Oct. 10, 2007 configured with car hauler bodies and chassis, and equipped with EPA04 MBE4000 engines with a fuel filter mounted at the rear of the engine may have a problem. The lower low pressure fuel lines between the primary fuel pump and the engine mounted fuel filter, and the upper low pressure fuel line between the engine mounted fuel filter and the engine block may develop a substantial diesel fuel leak from cracking or from abrasion due to contact with other components.

* The tubing used to assemble certain Meritor driveline assemblies (Part Nos. RP125, 18N and 18MKL) has a nonconforming seam weld with insufficient bonding of the material. This can result in a seam weld fracture when torque is applied. Once the tube seam weld is fractured, the driveline may become inoperable, increasing the risk of a crash.

* The intake grid heater on certain model year 2006 through 2011 Freightliner, Cascadia, Century, Columbia, FLD and M2 Sterling 9500 and Western Star 4900 heavy trucks manufactured from March 20, 2006 through June 30, 2010, equipped with MBE4000 EPA07 engines, may short circuit and fail due to excessive internal temperatures.

* Insufficient torque may have been applied on certain Meritor TL series trailer axles installed on certain Timpte model year 2006 TDH vehicles manufactured from Sept. 8, 2005 through Sept. 9, 2005 where the stake washer for the nut is staked at a single location. Low or no torque on the nut can result in excessive end-play in the wheel-end system and can progress to a wheel separation.

* Certain cast iron slack adjuster housings on Paccar model year 2011-2012 Kenworth T270/370, T440/T470, T800, T660, W900 and C500 vehicles manufactured between Oct. 18, 2010 and Jan. 28, 2011, may include a flow notch in the handle portion of the housing due to an error during the casting process. A flow notch in the handle portion may reduce the effective cross-section structure and cause the slack adjuster to fracture. If the slack adjuster housing fractures, the wheel brake to which it is attached would no longer function. This could increase vehicle stopping distances, and if mounted on the steer axle, could cause the vehicle to pull to one side during braking.

* Certain model year 2011 Daimler Business Class M2 106V incomplete chassis cab vehicles, manufactured from July 19, 2010 through Jan. 14, 2011, fail to comply with the requirements of Federal Motor Vehicle Safety Standard No. 108, “Lamps, Reflective Devices and Associated Equipment.” The headlights on some vehicles may have been installed more than 54 in. from the road surface. Headlights installed at heights outside of the parameters set by the safety standard may not fully illuminate road surfaces or may inhibit the ability of motorists to see vehicles.

* There is a potential problem on certain Navistar model year 2011 and 2012 International DuraStar and WorkStar trucks manufactured from Oct. 9, 2010 through Feb. 3, 2011, equipped with Gunite automatic slack adjusters. As a result of incomplete “knitting” of the iron at the time of casting, there can be inadequate structural integrity of the slack adjuster housing. This can cause the housing to break at the handle under normal operating loads. If the slack adjuster housing breaks, the wheel brake to which the slack adjuster is attached would no longer function, reducing the braking capacity and, in some cases, cause the vehicle to pull to the side.

* The visual optical aiming headlamps and the low beam horizontal adjustment mechanism on certain model year 2011 UD Trucks UD1800, UD2000, UD2300, UD2600 and UD3300 medium-duty trucks, were not adequately secured to prevent adjustment after manufacture. Therefore, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard No. 108, “Lamps, Reflective Devices, And Associated Equipment.” Improper adjustments to the headlamps or the low-beam adjustment mechanism may result in headlamp lighting that does not fully illuminate the road surface or may inhibit the ability of motorists to see vehicles.

* The left outer tie rod end on certain model year 2008 and 2009 Sterling Bullets manufactured from Oct. 15, 2007 through Nov. 10, 2008, may fracture due to a misalignment condition. Under certain driving conditions, the misalignment may lead to a weakening and eventual fracture of the left outer tie rod ball stud.

* On certain model year 2007-2011 Kenworth C500, T2000, T600 and T660 as well as model year 2009-2011 Peterbilt 387 and 388 trucks equipped with Caterpillar C15 engines and manufactured from May 11, 2006 through Sept. 17, 2010, there can be degradation of a combustion tube weld which can cause radial heat impingement on the body. This can burn through certain bodies used on C15 engines and can result in a fire.

Understanding Oil Filter Capacity

Oil filter capacity does not refer to the amount of oil that needs to be added when changing both oil and filter.

According to Chuck Kerrigan, director of marketing for Purolator Filters, oil filter capacity describes the amount of debris an oil filter can hold before it becomes obstructed and causes the filter’s bypass valve to open.

When selecting a replacement oil filter for your customer’s vehicle be certain the filter has sufficient capacity to capture and hold all the debris it’s likely to encounter during its service life, he advises.

The longer an engine oil filter is in service, the more debris it will hold. Eventually the filter can become completely obsructed, causing the bypass value to open and direct unfiltered oil to the crankshaft, engine bearings and other components.

There a number of sources of particles inside an engine, Kerrigan explains. Casting flash can break off of the inside of the engine block or the connecting rods, pistons and valve train components.

“Sources of non-metallic debris include dust and dirt, pieces of gasket material that may become dislodged over time, pieces of disintegrating valve stem seals, and even bits of hardened carbon that can build up on valve train parts and then break off and other oil-wetted internal parts that are subjected to high temperatures that can bake oil into hard carbon deposits,” he says.

All of this can add up to substantial amounts of debris that can build up over time, making it essential that you choose an oil filter with a substantial capacity for your customer’s vehicle.

Another thing to look at is the filter’s efficiency. Efficiency is a measure of the percenage of particles of a given size a filter is able to capture.

The goal, according to Kerrigan, “Is to select an oil filter delete that you can be confident will safely remove all the debris it might meet inside the engine, while maintaining is ability to continue to provide properly filtered oil where it is needed most — between highly stressed moving parts in the heart of the engine.”

Safety Recalls

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* If the bracket clip fastener on certain 2009 to 2011 Great Dane refrigerated semi-trailers built with a particular side ramp brake installation fails, the ramp could become disengaged from the trailer.

* Certain model year 2010 and 2011 Daimler Trucks’ Argosy, Cascadia and Coronado trucks manufactured from Jan. 4, 2010 through Nov. 30, 2010, equipped with a 40K Airliner suspension could have a problem with the rear suspension fracturing through the center bolt holes. If undetected, over time the rear end of the spring may separate from the vehicle causing a hazardous road debris situation.

* The park pawl on the transmission of certain Navistar model year 2009 through 2011 DuraStar trucks may not engage when the shift lever in the vehicle cab is placed in the “PARK” position. This condition may allow the vehicle to move unexpectedly and without warning, possibly resulting in property damage or personal injury.

* Insufficient torque may have been applied on the spindle nut on Meritor TL series trailer axles where the stake washer for the nut is staked in a single location on certain model year 2007 to 2009 Utility Trailer VS2RA and model year 2008 Vs2DX refrigerated vans. Low and/or no torque on the nut can result in excessive end-play in the wheel-end system and could progress to a wheel separation.

* The oil module centrifugal spinner cap in the Paccar MX engine on certain model year 2008 to 2012 Kenworth T2000, T660, T700, T800 and W900, as well as model year 2009 to 2012 Peterbilt 365, 367, 386, 387, 389 and 587 trucks, may become loose. If this occurs the cap could come off and engine oil could partially discharge from the oil module onto exhaust components. The discharge of engine oil onto hot exhaust components may cause a fire.

Lighting Tips

Truck-Lite offers the following lighting system tips.

To correct voltage problems you need to discover the real cause. Under-voltage often is caused by poor electrical connections. To correct under-voltage, don’t just turn up the voltage. Find out what caused the under-voltage problem and fix that.

Improper ground connections is a major cause of lamp failure, according to Truck-Lite, especially when the trailer is used for a ground. When lamps are grounded through the lamp housing, make sure there is a clean connection (i. e., metal to metal). Also, a fifth-wheel ground strap may be used for added protection on the chassis ground system.

When inspecting a truck, look for loose, bare or unsupported wire and fixtures. Harnesses and wiring should be on the underside of top frame members rather than on the bottom where dirt and road splash collect.

Also inspect the grommets that house the lamps. As they age, they eventually will deteriorate from sunlight, ozone and chemicals. New grommets restore shock protection, security and improve appearance.

SAFETY RECALLS

The National Highway Traffic Safety Administration (NHTSA) has issued the following recalls:

* In cold weather conditions, the filter media in certain Baldwin oil filters (Part No. P7405) produced between November 2009 and November 2010, can fail causing an adhesive bead to travel into the oil stream and block the flow of oil. This can cause the engine to overheat, resulting in a loss of engine power or causing the crank shaft to fail.

* Certain model year 2010 Freightliner Business Class M2 trucks manufactured from Aug. 25, 2009 through Sept. 3, 2009 were built with out-of-specification inboard seat belt anchor bolts that are not as robust as intended. In the event of a crash, the seat belt anchorage may not continue to hold the seat belt apparatus in place, increasing the risk of belt not restraining the seat occupant as intended. This increases the risk of injury to the occupant.

* The reverse idler shaft on certain Hino model year 2011 NE8J and NJ8J trucks manufactured from June 1, 2010 through Dec. 10, 2010 and equipped with certain Eaton transmissions with a park feature, may contact the park feature. This can cause the two components to bind, preventing the park feature from engaging. If a brake is not used or is defective and the park pawl does not engage, the vehicle may be able to move and potentially cause injury to the operator or persons in the vicinity of the moving truck or damage property.

* Two of the air lines to the front and rear air tanks on certain Hino model year 2011 NJ8J and NV8J trucks manufactured from Oct. 26, 2009 through Oct. 1, 2010, may have been installed incorrectly. In the event that the rear tank air pressure was depleted, braking function would be lost and the automatic engagement of the spring brakes will not occur. This could result in a crash.

* The spindle nut on cerain Great Dane 2007 through 2009 semi-trailer vans equipped with ArvinMeritor TL axles, shipped between April 2005 through June 2008, may not have been properly torqued or not torqued at all, allowing excessive end play in the wheel-end system that could progress to a wheel separation.

* There is the potential for certain model year 2011 Volvo VNL trucks manufactured from Mar. 23, 2010 through Dec. 22, 2010, to start without warning because of an unintended path to ground that exists. This can occur when either the negative battery cable is disconnected at the battery/fusible link or if the fusible link opens as a result of a short circuit.

* The propane hose for the slide room on certain model year 2009-2011 Keystone Montana Big Sky and model year 2010-2011 Montana fifth wheel trailers may contact the tire and may become damaged as a result. A propane leak in the presence of an ignition source, could result in a fire or explosion.