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Volume 52 | Number 2 | February 2016

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Features 12 Heavy Duty Aftermarket Week recap 22 Weathering winter corrosion

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Editorial | Lucas Deal

California’s education revolution By Lucas Deal, Editor lucasdeal@randallreilly.com

ll noticeable change is born from initiative. Ideas can come to anyone, but turning dreams into reality takes action and dedication. It requires a willingness to accept a challenge, hard as it may be, and determine the reward is worth the risk and heartache. In central California, a brave group of educators and business leaders are doing just that. And they’re doing it with the aftermarket in mind. Beginning in 2018, Fresno, Calif., will be ground zero to one of the largest, most advanced and professional medium- and heavy-duty diesel technician training programs in North America. The region will tout a network of high school and collegiate institutions with accredited and ASE certified student training programs, developed specifically to aid a large local student population interested in technical careers and the local businesses eager to hire them. Overwhelmingly supported by area educational administrators and business owners, developers of this pioneering educational ecosystem believe they’ve created a blueprint that can be replicated nationwide. In talking with many of them at Heavy Duty Aftermarket Week (HDAW) last month, I can’t help but agree. The aftermarket has spent years trying to determine the best way to recruit youth into this industry, and I believe the people in California have discovered it. Technical programs don’t just fill the

aftermarket’s employee shortage, they also offer the potential of a steady, well-paying career to students who otherwise might not know such opportunities exist. In Central California, where poverty rates are high and a substantial portion of high school students do not attend college, technical education is an escape. It gives students a path to a future worth fighting for.

Technical education gives students a path to a future worth fighting for. That’s what hooked the administration in Madera, Calif., says Sheryl Sisil, director of College and Career Readiness for Madera Unified School District. “For us it was really about business and employer partners saying there was a need,” she says. “In our area we try to be as connected and involved with industry as we can. We kept hearing about this need, and these career opportunities, and decided it was something we needed to pursue.” “We could tell it was an area where we could expand,” adds Nick Deftereos, mechanized agriculture instructor at nearby Reedley College. “It was clear if we enhanced what we were doing there would be a lot of benefits.” Both school’s administrators were equally moved by the opportunity, and within months, Reedley College, Madera

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Unified and the surrounding school districts in Fresno and Clovis, Calif., all began development on commercial vehicle tech training programs. Supported by local aftermarket businesses, the schools are striving to build comprehensive programs that will provide students the best possible training to step out of school and directly into local service bays, says Mike Betts, chairman and CEO at Betts Company. This includes offering internship programs with local service providers, ensuring each program is National Automotive Technicians Education Foundation (NATEF) accredited, and allowing students to receive ASE certification credits on specific vehicle systems that remain valid from the high school level through college and into the workforce. “We’ve had 100 percent buy in from school officials,” Betts says. “Everyone has been collaborating to make the programs work.” And that excitement and cooperation has not gone unnoticed. Each school has hundreds of kids eager to jump into its first classes, and even some state officials have headed to the Central Valley to see the education revolution first hand. “We had the California Superintendent of Education come down and visit our facility because of what he’s hearing about our program and our model,” says Jason Mullikin, automotive technology coordinator at Clovis High School. “So people are seeing how important what we’re doing is [for our community].”

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Editorial | Jason Cannon

Who’s getting your slice of the pie? By Jason Cannon, Equipment Editor jasoncannon@randallreilly.com

n 1956, there were 81,000 heavy-duty trucks on the road, pulling about 67,000 trailers. About less than half of the trucks were diesels. OEMs back then were mostly White, Mack and International Harvester. The estimated value of the heavy-duty aftermarket at that time was less than $400 million, according to Stu MacKay, president of MacKay & Company. Today, there are more than 3 million heavy trucks and the OEMs have doubled. MacKay says there are about 4.8 million trailers, and the estimated value of the aftermarket is about $30 billion. According to a presentation made by MacKay’s colleague John Blodgett at Heavy Duty Aftermarket Dialogue, while the sheer size of the heavy duty aftermarket has grown by about $2 billion from 2014 to 2015, dealers picked up about 2 percent of the available work. That’s about the size of the audience independents lost. Blodgett says dealership gains come mostly from emissions components where they have the upper hand, but data shows members of heavy-duty distributor groups like VIPAR Heavy Duty and HDA Truck Pride also picked up 2 percent. If you’re totally independent, that’s 4 percent you’re not getting right off the top. There is roughly $30.1 billion dollars in the aftermarket up for grabs. The aftermarket pie is bigger than it

has ever been, but there are more seats at the table than ever before. Taking into account tires, fluid and lube changes, hard parts replacement and all those little “uh ohs” that pop up over the life of a truck, the MacKay & Company team say repairs and service cost a fleet, on average, $20,600 each year on each unit.

The market for Class 8 aftermarket replacement is a $61.5 billion business and the largest slice of that pie is in service. That’s $7,200 in parts; $2,900 in tires; $600 in oil and lube and $9,900 in service costs. Per truck. Per year. Depending on trade cycle, that could

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quickly surpass the cost of the truck itself. The market for Class 8 aftermarket replacement is a $61.5 billion business. The largest slice of that pie — $29.6 billion — is in service. Up next, at $21.5 billion, is parts. At $8.6 billion, tires make up the third largest expense with oil and lube bringing up the rear at $1.8 billion. The MacKay & Company team also says between years 1 and 3 aftermarket costs settle around $12,000 per year per truck. Years 4 through 6 fleets can expect that to more than double to around $27,000. Years 7 through 9 are what’s known in the aftermarket as “the sweet spot.” These trucks have no warranty left, are fraught with teardowns and rebuilds, and their owners have probably long left OEM parts on the shelves. Trucks in this timeframe will set you back just north of $30,000 per year per truck. Years 10 through 12 settle back down to about $22,000 and if you can squeeze three more years out, you’ll save about another $1,000 per year per unit, mostly a savings in parts. The aftermarket is growing and so are service opportunities, but the dealers and big businesses are carving out bigger slices of a bigger pie. Opportunities are out there, and they are growing, but the independent guys and gals out there have got to get out and shake the bushes. Otherwise, all that will be left is a smaller slice of a giant pie.

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Industry Focus

Dealer News AMG Peterbilt Group has opened a parts and service facility in Marietta, Ohio.

Allstate Peterbilt Group has opened a new 30,000 sq.-ft. location in West Salem, Wis.

Kenworth Northeast Group has relocated into 40,000 sq.-ft. facility in Brockton, Mass., a suburb of Boston. Advantage Truck Center has opened a new 48,000 sq. ft. location in Greensboro, N.C. Penske Truck Leasing has opened a 16,000 sq. ft. facility in Harahan, La., and a 14,400 sq. ft. facility in Norton Mass. Custom Truck Sales has opened a new 16,000 sq.-ft. parts and service facility in Swift Current, Saskatchewan, Canada. Truckworx Kenworth has purchased Carl Carson Truck Center in Birmingham, Ala. Fyda Freightliner, Inc., says construction is underway on its newest fullservice truck dealership in Zanesville, Ohio. The dealerships of Virginia Truck Center, Charlotte Truck Center, and Columbia Truck Center will soon

Kenworth Montreal recently opened a new 14,600-sq.-ft. parts and service facility in Lanoraie, Que.

begin doing business as Excel Truck Group. TAG Truck Center says it will consolidate its four Memphis-area operations onto one 40-acre site. Stahl Peterbilt is expanding its dealership in Fort McMurray, Alberta. Valley Freightliner, Inc.â&#x20AC;&#x2122;s, Coburg, Ore. location has been recertified as Elite Support dealership. California Truck Centersâ&#x20AC;&#x2122;s five locations have each been recertified for Elite Support by Daimler Trucks of North America (DTNA).

Kenworth of Louisiana-Shreveport has opened a new facility off I-20 in Shreveport, La.

Trailer Wizards has moved its Edmonton branch to a larger purpose-built facility. The new location has 25 trailer service bays and a seven-bay parts department. PacLease has added the following companies to its North American network: DSU Peterbilt PacLease, of Springfield, Ore.; Jackson Group PacLease, of Ogden, Utah; Jackson Group PacLease, of Salina, Utah; Premier PacLease, of Janesville, Wis.; Southland PacLease, of Bossier City, La.; Rush Truck Leasing, of Tyler, Texas; PacLease of Columbus, of Columbus, Ohio; Garbrielli PacLease, of Ridgefield Park, N.J.; and JX PacLease, of Lafayette, Ind.

Truck Parts & Service Calendar Event information can be submitted at: www.truckpartsandservice.com/story-ideas/

Feb. 29-March 3 March 1-4 March 31-April 2 April 13-17 April 29-May 1

TMC Annual Meeting, Nashville, Tenn. The Work Truck Show, Indianapolis Mid-America Trucking Show, Louisville, Ky. HDA Truck Pride Annual Meeting, San Antonio GenNext Distributor Training Expo, Atlanta

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Industry Focus

Midwest Truck & Auto Parts Debuts Online Order System Midwest Truck & Auto Parts has launched its upgraded EZ-Link online ordering system at https://ezlink.midwesttruck.com. According to the company, registered distributors can search tens of thousands of parts by part number, description, category, or original manufacturer’s number. Midwest Truck & Auto Parts says the new

and improved EZ Link business to business portal allows registered distributors of Motive Gear, World American, Richmond Gear, TEN Factory and Powertrax brands to see inventory in real time, place orders and much more. Distributors also can access the portal 24/7 from nearly any device, the company says.

People In The News Mark Whaley has stepped down as president at Omaha Standard PALFINGER (OSP) but remains involved with PALFINGER North American Group. OSP also has named Jason Heffron Holt as vice president – operations, and appointed Brian Heffron to national sales manager. Sadler Power Train has hired Matt Poeltler as director of marketing, and Dave Warren as a counter professional. The Poeltler company also has moved Nick Meyer to a service adviser position, and hired Jacob Lafferty and Tom LaMaster as technician and machinist. Link Manufacturing has hired Jeff Vierkant as diVierkant rector of manufacturing. Horton Holding has promoted Cordell Dietz to president and CEO. Donaldson has hired Scott J. Robinson as vice president and CFO, and Jim Shaw has been appointed chief finance compliance Dietz officer.

Paul David Miller, Admiral, U.S. Navy (Retired), has Thomas retired from Donaldson’s Board of Directors. Travis Atkinson has joined Purkeys as a director of sales.

Hutchens Industries has added Jeff Gammage as regional sales manager to the western United States. Fred Bentley has been named president and CEO Gammage of DexKo Global Inc. Peter Butterfield has been elected chairman of the MERA Board of Directors. DTNA announces Kary Schaefer has been appointed general manager, Schaefer marketing and strategy.

Gary Nye has been appointed director of operations for Bridgestone Americas’ Bandag retread business. Thomas M. Moser has been named president of Phillips & Temro Industries, succeeding Harry R. ‘Butch’ Sumpter.

Dave Lane has been named branch manager and truck sales expert for Tru-Nor’s Sault Ste. Marie, Ontario location.

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CLARCOR Engine Mobile Group (CEMG) is opening of a new technical center in East Hartford, Conn. “Equipped with the latest filtration development and testing capabilities, this center will be instrumental in driving growth of the Engine Mobile Group in the first fit and aftermarket segments through innovative filtration solutions that drive superior value for our customers,” says Jacob Thomas, president of CLARCOR Engine Mobile Group.

Noble

Debbie Owens, a parts delivery driver based at Four Star Freightliner’s Dothan, Ala. location, was named the company’s Employee of Year for 2015. Clay Lee also has been promoted to service manager at its Albany, Ga., location.

Double Coin and CMA has named Donald Streiff as its U.S. Southwest regional sales manager.

CLARCOR Debuts New Tech Center

Jacob Thomas has replaced the retiring Sam Ferrise as president of CLARCOR Engine Mobile Group.

Stephen Noble has been named vice president, Manufacturing, Vehicle Group at Eaton.

“We are dedicated to delivering exceptional service to all of our distributors. This release of the EZ-Link portal provides our customers with a new level of control over ordering, availability, order status and invoicing,” says Mark Chudacoff, CEO at Midwest Truck & Auto Parts.

Aperia Unveils Dealer Network Aperia Technologies, makers of the Halo Tire inflator, a simple, bolt-on tire inflation device for tractors and trailers, announces the launch of a nationwide network of dealers. “The first truck and trailer dealerships included in our dealer network were chosen carefully based on their reputations for having strong fleet relationships and for upholding our standard for a premium customer experience” says Josh Carter, CEO of Aperia. The first group of dealers to offer Aperia’s Halo tire inflation technology, operates in more 100 locations across the U.S. and includes Bruckner Truck Sales, Carrier Transicold of Detroit, Gateway Truck and Refrigeration, TEC Equipment, Truck Country and Warner Truck Centers.

Industry Focus

Chevron Commits To PC-11 Education Chevron has introduced a Public Education Campaign dedicated to building awareness and clarity around PC-11— the newest generation of heavy-duty engine oils to be licensed on Dec. 1, 2016. “Based on our research, awareness of the new category of oil is low, and among those who are aware, there is a lot of confusion,” says Shawn Whitacre, senior staff engineer of engine oil technology at Chevron Lubricants. “Once those who rely on these oils are made aware of PC11, and that the new category is actually two subcategories, there are a lot of questions and concerns. Now is the time to

help the industry and our customers get ahead of the change and prepare for it.” Chevron says its education campaign will include www.pc-11explained.com,

which will provide ongoing expert commentary, multimedia resources, news and insights on issues surrounding the new categories.

Hendrickson Enhances Mobile Presence Hendrickson has rolled out a responsive web designs to benefit mobile users. “It has become increasingly important to create websites that work across multiple platforms and screen sizes,” says Mark Slingluff, director of marketing and communications at Hendrickson. Responsive website pages resize themselves depending on which device they are being displayed. Easy reading and navigation with a minimum of resizing, panning and scrolling is the desired outcome of a responsive site, Hendrickson says. “While it is hard to put a monetary value on this, the real value is to have customers experience a positive interaction when visiting a Hendrickson website regardless of the device they may be using,” Slingluff says.

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Industry Focus

Power Heavy Duty Adds Laredo-based Distributor Power Heavy Duty welcomes SR Parts as its newest member company. Established in 2001 and based in Laredo, Texas, the company is operated by Sylvia Benavides, president and Ricardo Rivera, vice president. Power Heavy Duty says the addition of SR Parts to its membership provides the organization with a strategic new point of distribution in South Texas and includes a customer base of fleets, independent service facilities, municipalities and owner-operators.

TransAxle Joins VIPAR Heavy Duty

“Sylvia and Ricardo have been in the heavy duty truck and trailer parts aftermarket for more than 45 years,” says Jim Pennig, vice president of business development for VIPAR Heavy Duty. “The relentless focus they have on servicing customers in their local market is second to none, which is a good fit for our network.”

Toyo Wins Counterfeiting Case Toyo Tires has struck a blow to Kabushikiki Kaisha Tokyo Nihoon Rubber Corp., a Beijing-based holding company, and its associated business, Japan Toyomoto Tire Corp. Toyo was granted a permanent injunction against Toyomoto, which prohibits their use of the “Toyomoto” mark. The U.S. District Court also awarded Toyo Tires $300,000 in statutory damages. “We are pleased the court ruled

in our favor,” says Iori Suzuki, senior vice president and General Counsel. “We take counterfeiting and trademark infringement by companies such as Toyomoto very seriously.” Toyo Tires first learned that Toyomoto was infringing its marks when the two companies attended the annual Specialty Equipment Market Association (SEMA) trade show in Las Vegas in 2014.

Volvo, Mack Approve Renewable Diesel Volvo Trucks North America and Mack Truck have approved the use of renewable diesel fuel in all of its proprietary engines. Volvo was the first OEM to endorse the use of advanced hydrocarbon renewable diesel fuel in December, and Mack followed in January. “Availability of renewable diesel fuel is growing in California and throughout the country,” says Frank Bio, director – sales development, specialty vehicles and alternative fuels for Volvo Trucks NA. “Renewable

diesel meets the same ASTM D975 standard for petroleum diesel, making it a true ‘drop in’ fuel.” Renewable diesel is produced from various plant and animal matter. In earlier tests, the synthetic fuel produced impressive emissions results that beat conventional diesel. Piquing even more interest is the fact that the alternative fuel can be used as a direct diesel substitute, requiring no engine modifications, says the Truck & Engine Manufacturers Association.

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TransAxle, based in Cinnaminson, N.J., has joined the VIPAR Heavy Duty network of distributors as a stockholder with its 28 locations throughout the U.S. TransAxle, founded in 1979, is a leading remanufacturer of transmissions, differentials, hydraulic pumps and other specialized components for light- to heavy-duty truck markets. It also serves as a distributor of brake and clutch products, specialty drive train components and hydraulic parts to a broad range of customers. “With a highly organized and effective management team, we are pleased to welcome TransAxle to the VIPAR Heavy Duty network,” says Steve Crowley, president and CEO of VIPAR Heavy Duty. “TransAxle has distinguished itself for its customer-centric approach and the quality of its operations which is closely aligned with VIPAR Heavy Duty’s long-term goals.”

SKF Consolidating Distribution Operation SKF USA, Inc., has announced plans to transfer the North American Automotive Vehicle Service Market Distribution and Packaging operations in Hebron, Ky., to the SKF USA, Inc., Logistics, CoLinx, LLC, distribution and packaging facility located in Crossville, Tenn., by July 2016. This move will result in the eventual closure of the Hebron distribution center, SKF says. “The consolidation of our Hebron, Ky., distribution and packaging operation is being initiated to further improve our efficiency and output in common operations already in place for SKF in Crossville, Tenn.,” says Tom O’Brien, president of SKF Vehicle Service Market. “Consolidating these operations will continue to ensure optimized delivery, flexibility and superior customer service as we grow our business in the years ahead.”

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HDAW News

CVSN Partnering With NASTF

Economists think recession unlikely in 2016

The Commercial Vehicle Solutions Network and NASTF have made it official, announcing at HDAW that CVSN has become a 2016 partner in the National Automotive Service Task Force (NASTF). This partnership comes months after NASTF began integrating heavy-duty vehicle OEM technical and diagnostic information into its programs offered on the NASTF website following a historic Memorandum of Understanding between the Truck & Engine Manufacturers Association and CVSN. “NASTF has been a big help with implementation of the Right to Repair National commercial vehicle service information MOU,” says Marc Karon, president of Total

The economy is enjoying its 80th month of economic expansion and doesn’t show any signs of slowing, at least through this year, says Bob Dieli, president and founder of RDLB, Inc. Dieli, speaking last month at the Heavy Duty Aftermarket Dialogue, benchmarked Truckable Economic Activity (TEA) at $10.6 trillion, calling the odds for a recession through September of this year “very low.” Class 8 truck sales, often an economic indicator, have fallen off dramatically in the past three months. But Bill Strauss, senior economist and economic adviser, Federal Reserve Bank of Chicago, says he doesn’t foresee an “economic event horizon” in the foreseeable future. “I continue to think you have to distinguish between (OEMs),” Dieli adds. “There have been some issues on supply.” Additionally, Dieli says it’s logical to assume that buyers who have pushed truck orders over the past two years simply have all the trucks they can use. “The question becomes this far into the expansion, having had several strong years (of Class 8 truck sales), how many people are still out there that want to buy a truck,” he says. “You can only sell them so many trucks.” Dieli says economic expansion is always followed by a period of “boom,” which he calls the area where the economy starts showing instability and is followed by recession. He adds he doesn’t foresee a shift from expansion to boom in 2016. “We are getting into a position where we will have a boom,” he says, “but I don’t see it happening in 2016.” TEA, Dieli predicted, will continue to expand this year at a pace similar to 2015, cautioning the industry not read too much into employee cutbacks from OEMs and the trucking industry as a whole. “The fact that economy is growing doesn’t mean everybody is growing, first, and growing at the same pace, second,” Dieli says.

Truck Parts and Chairman of the Commerical Vehicle Right to Repair Coalition, led by CVSN. “All of the OEM and supplier website links will be indexed on the NASTF site directing commercial vehicle technicians easily to service information, tools and software.” The website also features a Service Information Request tool, which NASTF says allows technicians to submit questions to OEMs when they are unable to find diagnostic and service information. Each request is then evaluated by NASTF and, if valid, is forwarded to the manufacturer in search of a resolution.

Selling Your Business With Professionalism Bob Greenwood wants the aftermarket to hit the delete button on “trade.” Speaking for a second consecutive year at Service Opportunities Learning Days (SOLD) before HDAW, Greenwood says the aftermarket of tomorrow will be defined by young people entering the industry today. And he says those youth have no use for “trades.” Young people want careers. Greenwood says the aftermarket has that in spades, but marketing such positions as “trade” careers is actively turning off the very people the industry needs to hire. “Get that word out [trade] of your vocabulary. Stop using it,” says Greenwood, president and CEO at Automotive Aftermarket E-Learning Centre. “We need to

take the aftermarket from a trade to a profession, because that’s what this is.” He puts that responsibility squarely on business owners. An owner must remain “accountable to the company and to the team” for everyone to thrive, he says. And a thriving business requires talented and committed employees. “Never hire a person again who wants a job. Hire people who want a career,” Greenwood says. And don’t think of a new hire, or any employee for that matter, as an expense. Greenwood says that couldn’t be farther from the truth. “Competent people make money for your business, so why would you consider them a cost?” he says. “A good staff is an investment in your business.”

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HDAW News

Dave Scheer Named To Aftermarket Hall Of Fame Inland Truck Parts CEO Dave Scheer was named recipient of the 2016 Heavy Duty Aftermarket Industry Hall of Fame Award at HDAW. Scheer started working at Inland Truck Parts in high school, coming in to work in the afternoons and fulltime over summer break. He eventually became a store manager for 10 years before being named vice president and, eventually, company president. Early on in his career, Scheer took head-on the idea that an independent shop had

to offer cheap service in order to compete with dealers. He upgraded Inland Truck Parts’ facilities and equipment and implemented a respectable pricing structure for quality service. “Many distributors still undercharge for as good as they are,” he says. Inland Truck Parts, under the charge of Scheer, won the first Truck Parts & Service Distributor of the Year Award in 2002 and was a driving force behind the development of HDAW. “I like doing it,” Scheer

Gary Meteer (left), director of commercial solutions at IHS Automotive, presents Inland Truck Parts CEO Dave Scheer with the 2016 Heavy Duty Aftermarket Industry Hall of Fame Award.

says of his involvement in the industry. “I like helping people in the industry and

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Tech Updates

SAFETY RECALLS Allied Recreation Group is recalling certain model year 2010-2011 Holiday Rambler Admiral, 2009-2014 Holiday Rambler Ambassador, 2010 Holiday Rambler Arista, 2010-2014 Holiday Rambler Endeavor, 2009-2011 Holiday Rambler Neptune, 2011-2014 Holiday Rambler Vacationer, 2009-2011 Monaco Cayman, 20102014 Monaco Diplomat, 2014 Monaco Dynasty, 2009-2014 Monaco Knight, 2012-2013 Monaco LaPalma, 2009-2013 Monaco Monarch, 2009-2011 Monaco Riptide, 2008 Safari Passage, and 2008 Safari Simba motorhomes. The affected vehicles are equipped with certain Lippert-brand Coachstep Double Electric Steps. These steps use a bolt to attach the fan gear assembly to the steps. This bolt may fracture allowing the fan gear to disengage from the steps. As a result, the steps may not remain in the expected position and may be unstable. Unstable entry and exit steps increase the risk of injury. Champion Bus, Inc., is recalling certain model year 2006-2015 Challenger, Defender, Crusader, American, American Coach, American Crusader, Corporal, CTS-FE, CTS-RE, HC American, Platinum Shuttle, and Stacked Rail transit buses manufactured Jan. 1, 2006, to Aug. 25, 2015, equipped with certain model S2005, S2010, S5005, S5010, S5505, and S5510 wheelchair lifts. The affected lifts are equipped with folding link arms that may have pivot holes that are too big, allowing the bearings to move out of position. If the bearings move out of position, the stowed platform may have excessive movement resulting in failure of the platform mounting. This failure could cause the wheel chair lift platform to fall out of the vehicle when the doors are opened, increasing the risk of injury for the lift operator. Daimler Trucks North America (DTNA) is recalling certain model year 2013-2015 Freightliner Cascadia vehicles manufactured March 27, 2015, to Nov. 4, 2015, and powered by compressed natural gas (CNG). The affected vehicles have a tailpipe that allows hot exhaust to exit near the CNG tank pressure relief device (PRD). Hot exhaust in close proximity to the PRD may cause the PDR to activate and CNG to be unexpectedly released from the tank. Discharge of CNG in the presence of an ignition source can increase the risk of a fire. DTNA is recalling certain model year 20152016 Freightliner 108SD, 114SD, Business Class M2, and Western Star 4900 vehicles manufactured Sept. 26, 2014, to Nov. 6, 2015, and equipped with certain drive axles manufactured by Marmon-Herrington. The affected axles

The following are safety recalls issued by the National Highway Traffic Safety Administration:

have hex nuts on the flange yoke that may not have been properly tightened. If the hex nuts are not tightened to specification, the driveshaft may disconnect from the drive axle, resulting in a loss of propulsion and increasing the risk of a crash. DTNA is recalling certain model year 2016 Minotour DRW school buses manufactured Feb. 2, 2015, to June 11, 2015. During relocation of the alternator, the wiring harness may have been rerouted incorrectly resulting in the power cable being strained. As a result, the power cable may become loose at the alternator terminal. A loose power cable to alternator terminal nut may result in an electrical arc, increasing the risk of a fire. DTNA is recalling certain model year 2016 Thomas Built Buses Saf-T-Liner C2 school buses manufactured May 1, 2015, to Aug. 1, 2015. The affected buses are equipped with push-out tempered glass windows that may not remain attached to the bus in the event of a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) No. 217, “Bus Emergency Exits and Window Retention and Release.” In the event of a crash, the affected windows may not be able to retain the bus occupants, increasing their risk of injury. DTNA is recalling certain model year 2016-2017 Thomas Built Buses Saf-T-Liner C2, Saf-T-Liner HDX, Minotour DRW and Saf-T-Liner EFX school buses manufactured Aug. 19, 2014, to Oct. 22, 2015, and equipped with certain Syntec S3B Track Mounted Seats in 30”, 36”, 39” and 45” widths. In the event of a severe rear-end collision, the seats may tilt rearward. As such, these seats fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) 222, “School Bus Passenger Seating and Crash Protection.” In the event of a severe rear-end collision, the seats may tilt rearward and result in injuries to the passenger’s knees and/or impede the exiting of the bus. Great Dane Trailers is recalling certain model year 2015-2016 Reefer trailers manufactured Dec. 19, 2013, to June 28, 2015, and equipped with certain Meritor EX225L2, EX225L+, or Bendix ADB22X axles. The affected axle assemblies have caliper bolts that may not have been properly tightened, allowing the caliper mounting bolts to back out and the caliper to detach from the axle flange. If the caliper detaches from the axle flange, braking performance would be reduced, increasing the risk of a crash.

T R U C K PA R T S & S E R V I C E | F e b r u a r y 2 0 1 6

Mack Trucks is recalling certain model year 2010-2016 Granite 4X2 trucks manufactured Sept. 17, 2009, to July 31, 2015. Due to a brake imbalance between the steer and drive axle brakes, the rear brakes may overheat. If the rear brakes overheat there would be an increased risk of a tire blowout or a wheel-end fire. Navistar is recalling certain model year 20142015 International TranStar vehicles manufactured March 5, 2013, to Dec. 12, 2014, equipped with certain Cummins Westport ISL G engines manufactured Sept. 13, 2007, to Sept. 23, 2015. These engines have a turbocharger oil supply line that may contact or interfere with the turbocharger inlet elbow, clean air intake clamp, or the air fuel control tube, and result in an oil leak. If the turbocharger oil supply line oil leaks in the proximity of the engine exhaust manifold there would be an increased risk of a fire. Navistar is recalling certain model year 20132014 International ProStar and DuraStar trucks manufactured April 26, 2012, to April 4, 2013, WorkStar trucks manufactured April 27, 2012, to March 29, 2013, LoneStar trucks manufactured May 21, 2012, to April 2, 2013, and TranStar trucks manufactured April 30, 2012, to March 25, 2013. In the affected vehicles, the accelerator pedal position sensor can move and result in a high engine idle. A high engine idle may make downshifting the transmission difficult and the engine brake may be disabled. These factors may hinder slowing down the truck when descending a long grade, thereby increasing the risk of a crash. Navistar is recalling certain model year 20072015 IC BE and CE school buses, 2013-2015 IC AE school buses, 2007-2011 IC FE school buses, and 2007-2014 IC RE school buses equipped with certain model S2005, S2010, S5005, S5010, S5505, and S5510 wheelchair lifts by Ricon. The affected lifts are equipped with folding link arms that may have pivot holes that are too big, allowing the bearings to move out of position. If the bearings move out of position, the stowed platform may have excessive movement resulting in failure of the platform mounting. This failure could cause the wheel chair lift platform to fall out of the vehicle when the doors are opened, increasing the risk of injury for the lift operator. Paccar is recalling certain model year 20092010 Peterbilt 340, 2010, 2012, and 2015-2016 Peterbilt 337, 2010 Peterbilt 335, 2011-2016 Peterbilt 348, 2009 and 2011-2016 Peterbilt 365, 2009 and 20122013 Peterbilt 386, 2009-2015 Peterbilt 388,

Tech Updates 2015-2016 Peterbilt 389, and 2015 Peterbilt 567 auto hauler vehicles. The affected trucks are equipped with Michelin 295/60R22.5 XZA-2 front tires that have a speed rating less than the vehicle is governed to. Higher vehicle speeds and other factors such as tire load and road temperatures may result in premature tire failure, increasing the risk of a crash.

performance would be reduced, increasing the risk of a crash. Wabash National Corporation is recalling certain model year 2013-2015 Van Trailers manufactured Dec. 9, 2013, to Aug. 25, 2015, and equipped with certain Meritor EX225L2, EX225L+, and

Bendix ADB22X axles. The affected axle assemblies have brake caliper mounting bolts that may not have been properly tightened, allowing the caliper mounting bolts to back out and the caliper to detach from the axle flange. If the caliper detaches from the axle flange, braking performance would be reduced, increasing the risk of a crash.

Paccar is recalling certain model year 2015 Peterbilt model 388 vehicles manufactured from Jan. 28, 2014, through Feb. 3, 2014. The affected vehicles were built with Michelin MN295/60 R22.5 XZA front tires and 8.25” wheels and were certified to a GAWR greater than the maximum 12,350 lbs allowed. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 120, “Tire Selection and Rims for Motor Vehicles Other Than Passenger Cars.” If the truck exceeds the load rating on the tire, the tire may suddenly fail, increasing the risk of a crash. Strick Trailers, LLC, is recalling certain model year 1998-2005 Dry Freight Van Trailers manufactured April 19, 1998, to Jan. 17, 2005, and equipped with rear impact guards that use gussets 46829 and 46830. The rear impact guards may not be strong enough to prevent a vehicle from traveling under a trailer in the event of a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 223, “Rear Impact Guards.” If the trailer is rear ended by an automobile, the guard may fail to prevent the automobile from traveling under the trailer, increasing the risk of injury to the driver of the automobile. Utility Trailer Manufacturing Company is recalling certain model year 2015 Refrigerated Van trailers, model VS2RA, manufactured on Dec. 16, 2013, and equipped with certain Meritor EX225L2, EX225L+, or Bendix ADB22X axles. The affected axle assemblies have caliper bolts that may not have been properly tightened, allowing the caliper mounting bolts to back out and the caliper to detach from the axle flange. If the caliper detaches from the axle flange, braking performance would be reduced, increasing the risk of a crash. Vanguard National Trailer Corporation is recalling certain model year 2015-2016 CIMC Dry Freight and Refrigerated trailers manufactured Oct. 22, 2014, to Oct. 2, 2015, and equipped with certain Meritor EX225L2 or EX225L+ axles. The affected axle assemblies have caliper bolts that may not have been properly tightened, allowing the caliper mounting bolts to back out and the caliper to detach from the axle flange. If the caliper detaches from the axle flange, braking

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F e b r u a r y 2 0 1 6 | T R U C K PA R T S & S E R V I C E

2015 Distributor of the Year Winner

Turning

loyalty into royalty

Why employee and customer devotion define Sadler Power Train

f you spend much time with the people of Sadler Power Train one trait you’ll hear mentioned a lot is loyalty. The company is loyal to its suppliers and its buying group. It’s also loyal to its employees, who reciprocate in impressive fashion. Then there are the customers. Sadler Power Train prides itself on a

willingness to go above and beyond to help its customers. And the company’s commitment to earn that loyalty doesn’t go unnoticed. Thanks to an outpouring of customer support, Sadler Power Train has earned three consecutive Truck Parts & Service Distributor of the Year nominations; and now the 2015 Distributor of the Year award.

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Headquartered in Cedar Rapids, Iowa, Sadler Power Train is a four-location distributor offering parts and service to customers in Iowa, Illinois and Wisconsin. Opened in 1974, it was the second business founded by Roy and Myrna Sadler, who opened Sadler Machine Company nearly 20 years earlier. Originally opened to complement Sadler Machine by selling driveline,

By Lucas Deal, Editor lucasdeal@randallreilly.com

Sadler Power Train offers drive-in service at all four of its locations. Pictured here is its newest facility in Davenport, Iowa.

differential and transmission parts, Sadler Power Train has significantly expanded its product offering over the years and now sells components covering nearly all light-, medium- and heavyduty truck and trailer systems. According to second-generation President John Sadler (son of the company’s founders) Sadler Power Train’s success all stretches back to that concept of loyalty.

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The people of Sadler Power Train are committed to Sadler Power Train, and that dedication has provided the business a steady framework from which to build on and expand. “We have so many great people across our entire operation,” says Sadler, who has worked for the family business for nearly 45 years. “Our employees make our business what it is today.” Sadler says the average number of years of experience for employees at Sadler Power Train is nearly a decade. There are scores of employees with more than 20 years at Sadler Power Train under their belt; so many that employee milestones are practically monthly occurrences. Sadler says he’s grateful for such loyalty, and heaps a lot of credit for the company’s stellar retention rate on his management team. Sadler may wield the compass, but it’s his management team that steers the ship. “You have to see all of the great people I get to work with every day,” he says. “To see how hard they work for this company and the great ideas they come up with for this company is amazing.” He also gives a lot of credit to a

culture established by his parents that still infuses the operation. Both Sadler Machine and Sadler Power Train were built on the principles of “quality products and great customer service.” Sadler says every decision his parents made while running the companies were anchored by those values, and as such, they continue to guide him (and brother Tom, who runs Sadler Machine) today. Each is clear in Sadler Power Train’s most recent changes and improvements. Since its first Distributor of the Year nomination in 2013, Sadler Power Train has opened a new, larger parts and service facility in Davenport, Iowa, hired almost 20 new employees, rapidly expanded its online sales presence and continued to add even more product lines. Customer response to each improvement has been phenomenal, Sadler says. The Davenport facility opened in March 2014 to near universal acclaim — “Everyone who comes in compliments us on how nice it is,” he says — and has been overflowing with customers since day one. Sadler attributes some of that success to the building’s appearance and

F e b r u a r y 2 0 1 6 | T R U C K PA R T S & S E R V I C E

2015 Distributor of the Year Winner improved accessibility, but also lauds the Davenport staff for upping its game. He says the employees at the Quad Cities location immediately took ownership of the facility, and have steadfastly worked to provide a level of service expected of the impressive new store. The same was true when the company was forced to open a new headquarters in Cedar Rapids after a devastating flood destroyed their previous facility in 2008. “When the flood hit it destroyed everything. We had to start all over,” Sadler says. “It was really difficult for all of the employees to recover but they did a tremendous job. All of the business we are doing now, we could not have done this much in the facility we had back then.”

Sadler Power Train’s loyalty to suppliers and buying group VIPAR Heavy Duty is clearly visible throughout its facilities.

He adds, “I wouldn’t ever wish a flood on anyone, but I can’t begin to tell you how many great things have happened to

2015 Finalists Blaine Brothers

Fast facts

Harman Heavy Vehicle Specialists

Fast facts

Jerry & Keith’s

Fast facts

Sadler Power Train

Fast facts

Valley Truck Parts

Fast facts

Headquarters: Minneapolis, Minn. Founded: 1979 Member: HDA Truck Pride

Headquarters: Cambridge, Ontario, Canada Founded: 1938 Member: VIPAR Heavy Duty

Headquarters: Bakersfield, Calif. Founded: 1968 Member: HDA Truck Pride

Headquarters: Cedar Rapids, Iowa Founded: 1956 Member: VIPAR Heavy Duty

Headquarters: Grand Rapids, Mich. Founded: 1954

T R U C K PA R T S & S E R V I C E | F e b r u a r y 2 0 1 6

us since 2008.” Having such a rock-solid foundation also allows the company to be openminded when presented with opportunities to expand. Sadler says his management team regularly investigates growth opportunities pitched by external sources, and says several of the product lines the company has taken on over the past few years can be directly traced back to a customer or supplier recommendation. An open dialogue also exists at the company between its workforce and management team. Sadler Power Train encourages its employees to speak up when they see opportunities to improve the business, and doles out recognition when such suggestions are implemented in the operation. “I was born with the name that’s on the building, but I’m only as good as the other people inside,” Sadler says. “We have 40 people here [in Cedar Rapids], which means there are 39 other people who have ideas on how to make this business great … And we value every one of them.” Sadler Power Train’s strong relationship with its employees also is shown in the company’s ability to grow with its

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2015 Distributor of the Year Winner people. Companies don’t achieve retention rates as high as Sadler Power Train without a willingness to evolve with its workforce. Sadler mentions the company’s 2015 decision to add engine components and service at its Davenport facility as one example. Until last year Sadler Power Train had never sold engine parts or performed engine repairs in its service bays, but when the Davenport location was fortunate to hire aftermarket veterans with engine expertise, the company decided to expand its capabilities to include the skills of its new employees. To a company rooted in “quality products and great customer service,” the decision was an obvious one. “When you get the right people with the right knowledge it becomes a lot easier to make a product line work,” Sadler says. All of these factors make John Sadler excited for what’s to come for his family’s business. With two of his sons

Sadler Power Train President John Sadler and Sales Manager Randy Kray are presented with the Distributor of the Year award at Heavy Duty Aftermarket Week last month.

employed at Sadler Power Train and Tom’s son working at Sadler Machine, chances are good that the principles Roy and Myrna Sadler implemented 60 years ago will remain in their businesses for decades to come. Not that John — or Roy, for that

matter — are planning on slowing down any day soon. “He still comes in to check up on everything, to make sure I’m still working,” John says of his founding father. “I even got him new business cards.” Loyalty, indeed.

Distributor of the Year Previous Winners 2002 | Inland Truck Parts

2009 | Power Train Services

2003 | Drive Train Industries

2010 | Stone Truck Parts

2004 | Midwest Wheel Companies

201 1 | Fleet Brake, Carolina Rim & Wheel

2005 | Midway Truck Parts, Point Spring & Driveshaft

2012 | Midwest Wheel Companies

2006 | Page Brake

2013 | Truck Supply Company of South Carolina

2007 | Total Truck Parts 2008 | Betts Truck Parts 20

T R U C K PA R T S & S E R V I C E | F e b r u a r y 2 0 1 6

2014 | Six Robblees’

Service Bay

By Lucas Deal, Editor lucasdeal@randallreilly.com

Weathering winter corrosion Why it pays to be a corrosion expert in the aftermarket 22

T R U C K PA R T S & S E R V I C E | F e b r u a r y 2 0 1 6

Service Bay

ith temperatures hovering near freezing and snow regularly falling across the United States and Canada, corrosion season has returned.

A chemical process in which water, oxygen and electrical current work in conjunction to degrade and destroy metal, corrosion is amplified during winter months by anti-icing chemicals (calcium chloride, magnesium chloride, etc.) used to clean North American roadways. These chemical concoctions, dispersed to rapidly erode snow and ice, bring their same destructive properties to the corrosion formula and can be devastating to all vehicles when left unchecked. Most suppliers have responded by developing and introducing components with corrosion-resistant protective coatings to withstand this natural destruction. But even with those recent efforts, an overwhelming majority of parts found on today’s medium- and heavy-duty trucks remain susceptible to aggressive winter corrosion. This is especially true in the aftermarket, where older vehicles reign supreme. Aftermarket distributors and service providers looking to capitalize on this seasonal deluge of breakdowns require expertise in identifying, investigating and properly repairing components damaged or ruined by corrosion. Finding a corroded wire or replacing a rusted brake shoe will get a truck back on the road, but it’s the ability to do both and also keep the truck on the road that will ultimately bring an aftermarket

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The effects of corrosion can never be reversed, but using dielectric grease and other maintenance products can slow the speed of its destruction.

operation repeat business. “You have to understand how everything works to really do the job right,” says Bruce Purkey, chief creative engineer at Purkeys Fleet Electric. “If you don’t do things right, you’re doomed to fail again.” Though metals are regarded as corrosion’s most common target, nearly any material can corrode over time. And corrosion is unrelenting. “It’s a one-way deal. Once it starts it doesn’t ever get any better,” says John Thompson sales manager, commercial vehicles, NAFTA at TMD Friction. “You just have to monitor it and manage it.” Brakes, wheels, landing gear and electrical systems are among the most common victims of corrosion due to their proximity to the roadway and the atmosphere in which they reside. Positioned in areas where they are constantly showered by elements and aren’t easy to clean, these systems collect anti-icing chemicals during winter and then are repeatedly attacked any time they get wet and the chemicals reactivate, says Tim Gilbert, director of OEM and heavy-duty fleet sales at Peterson Manufacturing. “These chemicals don’t do anything

when it’s dry; it’s when they get wet that they’re activated. That’s why they’re put down before it snows,” he says. “They will get into those areas where they don’t wash out and sit dormant, and then when it gets damp in there again, they will just sit in there and eat [at the materials].” But corrosion damage isn’t solely the result of snowy weather and bad luck. Even before the recent introduction of products with corrosion-resistant coatings, suppliers were already using corrosion inhibitors and producing robust components with longevity in mind. They just weren’t always finding their way onto trucks. Fred Kelley, director of technology for General Cable, says he encountered this phenomenon first hand nearly a decade ago during his first trip to an American Trucking Associations’ Technology & Maintenance Council (TMC) meeting. “I remember [the attendees] didn’t really understand specifications, and how different wiring could really be,” he says. “My assumption was that people understood, but it wasn’t like that at all.” Kelley says he met people in the OEM and fleet communities that were spec’ing

F e b r u a r y 2 0 1 6 | T R U C K PA R T S & S E R V I C E

Service Bay wire based on only three rudimentary factors — color, size and length — and were neglecting to factor load, current, operating temperature and other aspects when making purchasing decisions. “Corrosion protection really starts in the design phase of any product,” says Brad Van Riper, senior vice president and chief technology officer at Truck-Lite. “If you can design, spec and install a component properly, that’s 70 to 80 percent of what you can do to have a corrosionresistant vehicle.” Kelley says he’s spent the last decade stressing that same point throughout the industry, but says he still sees cases where good advice is neglected, typically for pricing concerns. “I see a lot of good effort made by the OEMs but it’s a constant battleground. Purchasing is trying to take out costs and engineers are trying to add quality,” he says. “That’s when customers have to speak up and fight for and demand the right products.” Improper vehicle inspections and service also can be a harbinger of corrosion. Proper spec’ing minimizes the likelihood of corrosion but it doesn’t eliminate it, Van Riper says. Components can still be damaged in use or break down over time. When that happens, repair procedures become vital to the long-term health and performance of a vehicle. Referring to wiring and lighting

Regular maintenance intervals should include specific steps that allow technicians to inspect systems that are most vulnerable to corrosion.

systems, Van Riper says most harness products can be repaired and still perform as long as the wire is properly sealed. There is no quicker conductor of corrosion in an electrical system than exposed wire, he says. “Piercing holes in wiring to diagnose issues is a big mistake that causes more problems,” says Dave Lajeunesse, director of engineering at Phillips Industries. “Non-sealed connectors create [an] environment for corrosion to build up.” In cases of uncertainty, Lajeunesse says opting for replacement components is a safe move. “If the corrosion is minor, it can sometimes be cleaned and may provide

When left unchecked, corrosion can wreak havoc throughout a tractor and trailer, specifically electrical and braking systems as shown above.

T R U C K PA R T S & S E R V I C E | F e b r u a r y 2 0 1 6

additional service life. However, damage has been started on the metal surfaces and cannot be repaired back to its original condition,” he says. “It will need to be replaced sooner or later; [and] sooner is recommended, as corrosion can creep its way into the system through that connection.” This is a key point, says Purkey. When corrosion is uncovered it must be traced throughout a component or system to identify the extent of the damage. “Sometimes corrosion will be visible at a [wiring] connection, but other times you have to cut the wire back to see it. What’s important is that you find how far it goes and if you’re making a repair, that you make it using the clean wire.” This is where aftermarket expertise can be invaluable. Corrosion is happening all the time. No customer is immune to it; no customer can eliminate it. The best bet for a vehicle owner who wants to minimize corrosion-related downtime is building a partnership with a distributor and/or service provider who has the knowledge and expertise to snuff out corrosion damage the instant it occurs. Thompson reiterates that that starts in

Service Bay the diagnostic process. Visual inspections should cover all components and give technicians time to look for corrosion warning signs and early onset damage, he says. When corrosion is found, technicians must trace the damage back as far as it goes, and make decisions on whether to repair or replace the component based on their findings, adds Purkey. In each case, no service should be performed until the proper repair or replacement components are acquired. This means high-quality aftermarket components. Low-cost aftermarket replacements save customers money up front but can be very costly over the life of a vehicle. “Some people don’t want to hear it, but the people that have experienced the problems [with corrosion] will listen,” says Randy Petresh, vice president of technical services at Haldex. “If you can show it to them and prove it works, they’ll take it.” Replacement opportunities also allow the aftermarket to offer upgrades in the form of previously mentioned components with corrosion-resistant coatings, says Roger Jansen, product manager, Trailer Systems at SAF-Holland. These products, which are “impervious to water and anti-icing chemicals,”

If you can design, spec and install a component properly, that’s 70 to 80 percent of what you can do to have a corrosion-resistant vehicle. – Brad Van Riper, senior vice president and chief technology officer at Truck-Lite

Most heavy-duty suppliers operating in today’s aftermarket have started producing components specifically designed to prevent corrosion.

dramatically reduce the likelihood of future component destruction, Jansen says. Supplier guidelines also must be followed throughout the service process, Van Riper says. “There’s a pretty big gap in understanding how to do a good repair and actually doing one,” he says. “Techs are under enormous pressure to get these vehicles back on the road and can feel rushed … It’s always good to take a little more time and make sure everything is done right.” And in situations where fast repairs — such as truck stops and roadside service — can’t be helped, Gilbert says it’s a good idea to review those repairs at the first available opportunity. “Once you get the vehicle home you have to take the time to do a proper inspection,” he says. Any component repaired or replaced due to corrosion also should be properly tested to ensure performance levels, Purkey says. This is especially important with electrical systems, as lazy testing can provide incorrect voltage readings that will ultimately lead to future, more expensive repairs. “You have to apply a load before you

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test,” he says. “If you don’t have a load you can’t see voltage drop. That doesn’t mean it isn’t there. It just won’t show.” Then comes upkeep. Inspections should continue at regular intervals and any service should be done following the steps outlined above. Petresh says Haldex advises inspections every month during the winter, while Kelley says inspections can be done on time or mileage intervals. Bob Douglas, vice president of field maintenance at Penske Truck Leasing, says his company has benchmarks for both units, and brings trucks in based on whichever standard is reached first. Once in a bay, Penske has a rigid PM protocol to get its nationwide fleet through the winter. While certain aspects of each PM vary on an asset’s area of usage — New Mexico and New Hampshire inspections aren’t identical, Douglas says — Penske does have 123 inspection points that are standard across its network. Douglas says the intricacy of the inspection ensures that Penske has total confidence in returning a truck back to a customer. “There’s not a single solution or silver bullet” regarding corrosion, Douglas says. “It’s always happening, you just have to make sure you are paying attention.”

Congratulations to

Sadler

Power Train John Sadler, President

2015 Distributor of the Year The Distributor of the Year award stands as the independent aftermarketâ&#x20AC;&#x2122;s most respected and highest honor. Distributors are nominated by their peers, manufacturer representatives, customers and other industry leaders for this prestigious award. The finalists are profiled in the pages of Truck Parts & Service in the August through November issues. The winner was announced at the Heavy Duty Aftermarket Week in January. To learn more about the Distributor of the Year program, past winners and this yearâ&#x20AC;&#x2122;s finalists, visit truckpartsandservice.com/ distributor-of-the-year.

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