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Volume 54 | Number 6 | June 2018

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Cover Story

@TPSMagazine /truckpartsandservice Truck Parts & Service

Editorial

Editor: Lucas Deal Equipment Editor: Jason Cannon Online Associate Editor: Bill Grabarek editorial@truckpartsandservice.com

Design & Production

Art Director: Richard Street Advertising Production Manager: Leah Boyd production@truckpartsandservice.com

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Director of Media Sales Seth Becker sales@truckingmedia.com

Corporate

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The callback conundrum 14 Features 20 Rescuing drivers from roadside breakdowns

Departments 1 2 6 12

Editorial Staff Editorials Industry Focus Tech Updates

28 Marketplace 39 Classified Ads 40 Advertisers’ Index

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Editorial | Lucas Deal

The need for speed

By Lucas Deal, Editor lucasdeal@randallreilly.com

T

he heavy-duty aftermarket had a run on distribution channel news late last month when Daimler Trucks North America (DTNA) and Meritor each opened new parts distribution centers (PDC), and Navistar earned performance awards at three of its North American facilities.

PDC news stories aren’t the flashiest or most eye-catching articles we run in Truck Parts & Service — I think you can guess those are the merger, acquisition and new product announcements — but for most of you, unless an M&A release features your company’s name, I’d bet there are few news items that have a more direct impact on your business than a new PDC. Think about it. We in trucking like to tout the importance of our industry by telling others that “everything you buy was delivered by a truck.” Well, Mr. Distributor, nearly everything you buy and stock was delivered to your facility from a PDC. Those enormous business park palaces define your inventory and how you go to market.

Just look at how the new DTNA and Meritor PDCs are changing their delivery speeds.

For those distributors reading in Eastern Canada, Meritor’s new location in Mississauga, Ontario, will soon provide you “greater ordering flexibility and shorter lead times,” says Brett Penzkofer, vice president of Aftermarket, North America. The story is the same in Grimes, Iowa, where DTNA says its new

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facility will enable the OEM to deliver parts to more than 80 percent of its dealer channel in 12 hours or less. Both locations will feature same-day shipping for parts ordered by 4 p.m. local time and, in the case of DTNA, 5 p.m. for critical and warranty repairs.

A question for you suppliers out there: How fast do you move parts?

If you’re a distributor or dealer served by these new facilities, you know how big of a deal same-day and 12-hour delivery can be. You know what the wait used to be.

Which brings me to a question for you suppliers out there: How fast do you move parts? Can you compete with those two market leaders? And maybe most importantly, if you can’t, then how can you expect your distributors to compete in the end-user market?

I had the good fortune of attending

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the ribbon cutting at the DTNA facility in Iowa and it is breathtaking. Precision and efficiency at its best. I haven’t seen the Mississauga facility yet, but I have been to Meritor’s Aftermarket headquarters and PDC in Florence, Ky., and it is equally impressive. Both buildings were meticulously built to receive, sort and ship aftermarket parts to get trucks out of bays and back on the road.

For the suppliers out there competing against the Meritors and Daimlers of the world, can you say you’re doing the same?

I think these questions matter because they not only determine how many parts end users can purchase from your distributors, they also significantly impact who is likely willing to sell your parts in the first place. Offering a competitive price and healthy margin is a great way to sign a distributor, but you need constant product availability to keep them.

Competition in the parts channel has never been greater. I wrote in April about how white box and private label parts are undercutting distributor margins by weakening premium brands.

Amazon and the e-commerce revolution siphons away more parts purchases each day. The brick-and-mortar distributor is facing an onslaught. They can’t succeed against this competition without you.

When they turn to you for product, they need you to be there — especially if you hope for them to ever rely on you again.

Editorial | MacKay & Company

Alternative-powered vehicles and the aftermarket

By John Blodgett MacKay & Company

Y

ou can’t open a trade journal website, newsletter, magazine or attend a conference in the commercial trucking market without seeing articles about new technologies now or coming down the pike.

Autonomous vehicles, telematics, the Internet of Everything (IoE), alternativepowered vehicles, blockchain, 3D printing, solar-powered flying monkeys (just seeing if you are still paying attention), drones and many more are making this (from my perspective) a very exciting time. Especially when you consider the pace of change, this is not the pace of your grandfather’s industrial revolution.

I recently attended the ACT Expo in Long Beach, Calif. This was the seventh annual conference focused on Advanced Clean Transportation, with primary focus on commercial on-highway vehicles.

What did I learn? A lot. What can I remember? Less than a lot, but I did take notes.

I attended this conference five years ago and at that time the primary discussions revolved around natural gas (CNG and LNG) powered vehicles. This time, electric powered vehicles took center stage, although natural gas, hydrogen and different types of hybrids also were discussed. Within the natural gas powered market, LNG does not seem to be the solution it once was for the long-haul market. The new Class 8 manufacturers,

Thor, Nikola, Tesla and others, have alternative ideas.

Whereas natural gas was once seen as the best alternative-power solution several years ago, I think the market now has decided there will be several solutions based primarily on the vehicle applications. There are a vast number of truck and bus applications with different distance requirements, weight hauling requirements, operating characteristics (stop and go vs. long haul), regulatory mandates by region and fuel/charging accessibility needs that will have an impact.

You have time to decide your action plan related to these different power options.

If you work for a component manufacturer, your company should be evaluating these technologies along with the impacts and opportunities (if not, give me a call).

So, what do all these alternativepowered vehicle options mean if you are a heavy-duty vehicle service provider?

What should you do?

You certainly don’t want to put your head in the sand, but you have time to

decide your action plan related to these different power options. Alternativepowered vehicles represent a very small portion of retail sales and the operating universe. There is still a lot to shake out with each technology, so fully committing now to knowing how to service or sell parts for these alternative-powered vehicles I would think is a bit premature.

Keep abreast of what is going on, keep up on the industry trade publications, attend conferences, expose your team members to opportunities to learn more.

If you are affiliated with a manufacturer or other industry organization, listen and learn from them. Consider giving more weight to hiring folks with some alternative vehicle experience.

Survey your customers and potential customers. What are they thinking, testing or considering testing? Where do you live? Who are your customers? If you live in California and your primary customers are municipalities and other government organizations — the time is now (or yesterday) to get up to speed on alternative-powered vehicle support.

If you have customers testing or using alternative-powered vehicles, don’t hesitate to ask to learn with them (all they can say is no). Maybe there are issues with the new technology that your business might be better suited to address than them.

Don’t fear the changes; look for the opportunities.

John Blodgett has worked for MacKay & Company for more than 20 years and is currently vice president of sales and marketing, responsible for client contact for single- and multi-client projects. He can be reached at john.blodgett@mackayco.com.

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Industry Focus

The Larson Group (TLG) has moved its Charlotte, N.C., operation to a new facility more than double the size of its previous location.

CIT Trucks has completed the renovation of its facility in Fenton, Mo.

Dealer News Stoops Freightliner-Quality Trailer has acquired Mid American Trailer Repair in Lafayette, Ind. Leslie Doggett Industries, through its Doggett Truck Group, has acquired Truck Centers of Arkansas.

Rocky Mountain Diesel has completed the acquisition of Dunlop Western Star Truck Centre in Lethbridge and Medicine Hat, Alberta.

Velocity Vehicle Group (VVG) has rebranded its network of 19 commercial truck dealerships as Velocity Truck Centers (VTC).

Penske Truck Leasing has opened a new facility in Zelienople, Pa.

Big Trailer Rentals has opened a new store in Quinlan, Texas.

Enterprise Truck Rental has opened a new facility in Fort Collins, Colo., its fourth location in the state.

SKF debuts web-based tech training program SKF has introduced a web-based training and rewards program designed to help technicians boost productivity and stay up-todate on the latest vehicle technologies.

Coined SKF Parts Xperience, the program is designed to help technicians more easily engage with SKF products and learn more about installation and maintenance best practices, SKF says.

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“We’re excited to give our professional technician customers an interactive website where they can go to access all available SKF technical and training information and have the opportunity to be rewarded for either completing SKF training modules or installing SKF products,” says Don McEntee, head of marketing and business development, SKF Vehicle Service Market North America.

Industry Focus

Mutual Wheel celebrating 125th anniversary Mutual Wheel Company is celebrating a major milestone this year with its 125th year in business.

Incorporated in 1893 in Moline, Ill., as a manufacturer of wood spoke wheels for carriages and buggies,

the company transitioned out of the wooden wheel business in 1932, pivoting to commercial part distribution for automotive and heavy-duty trucks.

Mutual Wheel has grown into an 11-location distributor with facilities

in Illinois and Iowa.

“We’re having a good year and it makes it a lot of fun to have the support of the top suppliers in the heavy-duty truck parts business,” the company says.

People In The News

Custom Truck One Source opens Oklahoma facility Custom Truck One Source has opened a new facility in Oklahoma City.

The 19,460 sq.-ft. facility offers six fullservice bays, a retail parts counter with access to the entire Custom Truck on-hand equipment parts inventory and offices for sales and rental. A variety of new and used equipment is available for sale at this location as well as access to the thousands of pieces of equipment that make up the national rental fleet, the company says.

“We’re excited to open up our facility, allowing our customers and the community to check out our equipment and see the team at work,” says Eddie Heckel, general manager.

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Allison Transmission has appointed G. Frederick Bohley III as vice president, chief financial officer and treasurer.

Navistar has Bohley appointed Mark Hernandez as senior vice president, Global Manufacturing.

M&K Truck Centers has promoted Ted Pilecki to president.

Daimler Trucks North America (DTNA) has named Brian Lewallen president of Detroit Reman; Erik Johnson as general manager of the Cleveland Truck Manufacturing Plant in Cleveland, N.C.; and Jane Rosaasen as general manager of the Mount Holly Truck Manufacturing Plant in Mount Holly, N.C. Commercial Truck Trader has added Mike Jennings and Mike Hyde as regional OEM managers.

The Seidel Diesel Group (SDG) has hired Jaime Rogan as marketing manager.

Phil Cushman has been named president of Neapco Components. He replaces Keith Sanford, who retired last month.

Truck-Lite Senior Vice President and Chief Technology Officer Brad Van Riper has died. He was 64.

Rush Truck Center Van Riper Founder W. Marvin Rush has died. He was 79.

Heavy-duty and automotive aftermarket marketing veteran Chuck Vollman has died. He was 75.

Peach State Truck Centers has named Burke Reynolds used trucks sales manager for its Norcross, Ga., dealership, and announced Felix Gerster will be assuming the role of new truck sales representative for its Austell, Ga., location.

Christopher Hughes joined Reyco Granning as vice president of finance.

Mark Nugent has joined BBB Industries as senior director of business development.

Katsuaki Miyake has succeeded Tetsuya Sogo as CEO of NTN Americas. Sogo has been named general manager at NTN’s financial headquarters in Japan.

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Industry Focus

TruckPro makes charitable donations at annual summit

DTNA opens Iowa PDC Daimler Trucks North America (DTNA) has opened a new parts distribution center in Grimes, Iowa — its third new facility in less than two years.

The 245,000 sq.-ft. location serves more than 200 DTNA dealers throughout the Midwest and Great Plains.

The facility now allows DTNA’s overall distribution network to provide next-day delivery to more than 80 percent of its dealer order volume,

improving customer uptime and satisfaction throughout the North American marketplace.

“Uptime is critical to our customers’ business and having the right part at the right time is essential to achieve a 24hour or less service turn-around time,” says Stefan Kurschner, DTNA senior vice president, Aftermarket. “The new facility located in Iowa is fundamental to our ongoing investment in our network.

Meyer Distributing President and CEO a candidate for U.S. Senate Mike Braun, president and CEO at Meyer Distributing in Jasper, Ind., defeated U.S. House of Representatives members Rep. Luke Messer and Rep. Todd Rokita last month to win the Indiana Republican primary for U.S. Senate.

Braun first entered politics in 2014, winning a spot in the Indiana House of Representatives. He resigned from that post last year to run for the Senate, stating, “Hoosiers are ready for

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leaders who can break the stranglehold career politicians have on the federal government.”

Before entering politics, Braun spent three decades building Meyer Distributing from a truck body manufacturer and parts distributor into one of the nation’s largest automotive aftermarket accessory businesses. The company now has 67 locations in 38 states and serves customers in all 50 states.

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TruckPro announced a $15,000 donation to the Wounded Warrior Project and a donation to War Amps of Canada last month at its annual Sales Summit in Nashville, Tenn.

“We are humbled and honored to support the military and veterans in the United States and Canada,” says Chuck Broadus, TruckPro’s president and CEO. “We are committed to help make a difference on behalf of the entire TruckPro family.”

In addition to those groups, TruckPro also partners with and supports St. Jude Children’s Research Hospital, The Salvation Army and local communities as part of its TruckPro Gives Back initiative.

TruckPro hosted more than 300 TruckPro associates and more than 100 leading suppliers at the event, which included multiple training sessions and a vendor trade show.

Texas distributor updates name to reflect focus Truck, Ag and Auto has changed its name to Texas Trucks Direct.

Founded in Stephenville, Texas, in 1982, Texas Trucks Direct originally opened as a service business catering to the trucking industry and the adjacent auto and agricultural industries. The business has grown several times since that date, and currently operates a 6,400 sq.-ft. parts warehouse with a 6,000 sq.ft. service shop.

“We love Texas, we love trucks and we are your direct source for all of your parts and service needs. We decided to change our name to better reflect our focus,” says Jerry Cozby, owner of Texas Trucks Direct.

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Industry Focus

Bendix supports opening of tech school in Mexico Colegio de Estudios Científicos y Tecnológicos del Estado de Coahuila (CECyTEC) — a local technical vocational school in Acuña, Mexico — has opened a new industrial production lab with help from Bendix Commercial Vehicle Systems.

The 3,000 sq.-ft. state-of-the-art industrial production laboratory is intended to increase the educational opportunities available to youth in Ciudad Acuña. It is part of a two-initiative plan with CECyTEC, Bendix says.

“Acuña’s growth as a city and

continued expansion as a key manufacturing center are increasing the need for a qualified workforce to meet ongoing production demands. We created the dual-apprenticeship program in part to help address that need,” says Carlos Hungria, Bendix chief operating officer.

Inland Truck Parts expands with S.D. acquisition

BBB Industries acquires turbo remanufacturer

Inland Truck Parts and Service has acquired Logan’s Truck & Auto LLC. Based in Rapid City, S.D., Logan’s Truck provides light- and heavy-duty truck service. With this merger, the new Rapid City Inland location will be able to offer a full range of truck services in addition to its current offerings of parts and shop services.

“We’re thrilled to add truck service options for the community. This is a great opportunity to build off of our current parts and component shop capabilities and incorporate a great team of experienced truck repair technicians,” says Pat Judge, manager at the Rapid City location.

BBB Industries has acquired substantially all of the assets of Turbo Supply Inc. The transaction transfers all of Turbo Supply’s production and operation assets, intellectual property, inventory and brands to BBB Industries.

Turbo Supply is a complete turbocharger source for all major markets. “Turbo Supply’s remanufacturing expertise and market understanding, along with a proven ability of a talented team to provide high-quality products to a broad customer base, is a natural complement to BBB,” says Tim Roth, BBB Industries executive vice president of business development.

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

Aug. 7-10 Aug. 23-25 Sept. 8-12

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ADS International Convention & Trade Show, San Diego Great American Trucking Show, Dallas CVSN Aftermarket Distribution Summit, Braselton, Ga.

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Industry Focus

Brake and Equipment Company adds light-duty business

CVSA announces Safe Driver Week inspection schedule

Auto Brake Clutch and Gear and the Brake and Equipment Company have merged as Brake and Equipment Company.

“The Auto Brake name was a pillar in the local industry, making it easy to consolidate this operation with the stronger more recognized name, Brake and Equipment Company, which has had incredible acceptance throughout the area for over eight decades,” says Paul Wendelberger, president of the new company.

Wendelberger, who owns both companies, adds, “We just don’t serve the auto industry at all, but have solidified our position as the leader in the heavy-duty aftermarket truck parts market and other truck equipment categories.”

The Commercial Vehicle Safety Alliance’s (CVSA) Operation Safe Driver Week will take place July 15-21, 2018. The weeklong program means opportunities for the heavy-duty aftermarket industry to provide parts and maintenance services to help drivers pass muster with inspections.

Enforcers will be focusing on driver roadside inspections, regulatory compliance, traffic violations and seat belt enforcement.

CVSA says driver behavior is the cause of more than 88 percent of large truck crashes and 93 percent of passenger vehicle crashes.

Last year, nearly 39,000 citations and warnings were issued to truck drivers during Operation Safe Driver Week.

VIPAR Heavy Duty debuts Supplier Advisory Council VIPAR Heavy Duty’s new Supplier Advisory Council held its first meeting last month in Chicago.

The group, which is composed of senior executives from VIPAR Heavy Duty supplier partners, was designed as a collaborative forum that will meet on a regular basis to share ideas and address key industry topics, such as technologies, end-user programming, data, strategies and more.

“The VIPAR Heavy Duty Supplier Advisory Council is an investment in our future as an organization,” says Chris Baer, VIPAR Heavy Duty president and CEO. “As the home of the heavy-duty independent parts distributor, the collaboration between our G3 management team and these industry leaders reinforces our commitment to the success of our network.”

Ford discontinuing car models to focus on SUV, truck markets Ford Motor Company announced in April it will drop all but two passenger cars from its product lineup in the coming years, committing almost exclusively to the truck, sport utility and crossover markets.

The company says it is attempting to cut costs by $25.5 billion by 2022. Ford’s only remaining cars will be the Mustang and the Focus Active, slated for release next year.

The company now anticipates it’ll reach an 8 percent profit margin by 2020, two years ahead of schedule.

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FleetPride acquires Ohio Diesel Fleet Supply FleetPride has acquired the assets of Ohio Diesel Fleet Supply in Youngstown, Ohio, owned and operated by Penny and Frank Szabo.

The company has been serving the Youngstown community since 1974 with a great reputation for truck parts knowledge, quality parts and dependable service.

“I am very happy to announce the addition of Ohio Diesel Fleet Supply,” says Al Dragone, CEO at FleetPride. “Frank and his team bring over 40 years of industry experience, a great culture and strong customer relationships that make this a valuable addition to our company.”

FleetPride says the acquisition of Ohio Diesel Fleet Supply gives FleetPride four Ohio locations, joining branches in Toledo, Cincinnati and Valley View (near Cleveland).

Meritor acquires specialty gear manufacturer Meritor has acquired substantially all of the assets of AA Gear & Manufacturing and its subsidiaries. Terms of the transaction were not disclosed.

Headquartered in Howell, Mich., AAG is a privately-held manufacturer that provides low- to medium-volume batch manufacturing for complex gear and shaft applications, as well as quickturnaround prototyping solutions and emergency plant support.

“The addition of AAG will provide our Components business with increased technical capabilities that will enable Meritor to offer new products and applications and to accelerate our components growth strategy,” says Kevin Nowlan, Meritor senior vice president and president, Trailer, Components and chief financial officer.

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Tech Updates

SELECTING AND INSTALLING HEAT SHRINK TUBING

P

hillips Industries has a new technical bulletin for service providers to follow when using heat shrink tubing.

According to Phillips, heat shrink tubing always should be used when possible to create a sealed connection.

Heat shrink tubing can be used with new builds, when splicing into an electrical system, making repairs or simply maintaining connections already on the

vehicle. Additionally, proper selection and installation of heat shrink tubing will offer protection from extreme weather conditions, ensuring a reliable, corrosion-free electrical connection.

There are different types of heat shrink tubing available for multiple applications, ranging from smaller gauges such as primary wire to 7-way cable and battery applications. It is always important to

SAFETY RECALLS Blue Bird Body Company (Blue Bird) is recalling certain 2017-2018 Blue Bird Vision transit buses equipped with Gen4 Ford engines with an optional brake and throttle interlock. The brake and throttle interlock is supposed to apply the service brakes and prevent accelerator pedal input when activated, however the throttle input is not being blocked. If throttle input is allowed, the bus may be able to overpower the applied brake, causing the bus to move unexpectedly, increasing the risk of a crash or an injury.

Blue Bird is recalling certain 2018-2019 Blue Bird All American and Vision school and transit buses.

The primary and secondary air brake gauges on the instrument cluster may intermittently indicate “0 PSI” instead of the correct air pressure in the tanks.

As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 121, “Air Brake Systems.” If the gauges do not correctly display the air pressure that is in the tanks, the operator will not be able to know when the air pressure is actually dropping, increasing the risk of a crash.

Daimler Trucks North America (DTNA) is recalling certain 2016-2019 Freightliner Business Class M2 trucks built with air disk brakes and spring suspension. The rear disk brake calipers may have been mounted in an incorrect orientation allowing the caliper to contact the suspension, reducing brake effectiveness. Reduced braking effectiveness can increase the risk of a crash.

DTNA is recalling certain 2018-2019 Thomas Built Buses Saf-T-Liner C2 transit buses equipped

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

with two 8D batteries. The battery power cable may have inadequate clearance between the cable and the battery hold down bracket when the battery tray is pulled out for service, causing the cable to rub against the bracket. The battery cable rubbing may cause the cable to short circuit, increasing the risk of a fire.

DTNA is recalling certain 2014-2018 Thomas Built Buses Saf-T-Liner C2, Saf-T-Liner EFX, Saf-T-Liner HDX and Minotour transit and school buses equipped with certain S3B Restraint Wall Mounted Seats. The wall mounting bracket may crack, causing the seat to not remain secured in place in the event of a crash. In the event of a crash, if the seat does not remain secured to the wall, the occupant has an increased risk of an injury.

Ford Motor Company is recalling certain 20152017 Ford Transit vehicles, equipped with a trailer tow module. Water can enter the tow modules and corrode the wiring causing issues such as rapidly flashing turn signals, loss of instrument panel display, an electrical short and possibly the deployment of seatbelt pretensioner. An electrical short can increase the risk of a fire. Turn signal, instrument cluster or seatbelt pretensioner problems can increase the risk of a crash.

Ford is recalling certain 2018 Ford F-650 and F-750 vehicles equipped with hydraulic brakes.

The parking brake cable may not have been adjusted properly, which may result in unexpected vehicle movement. As such, these vehicles fail to comply with the requirements of FMVSS number

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select the correct type of tubing for the desired application, Phillips says.

For simple guidance, Phillips says heavy-duty wall tubing is best for a stiff cable that will never move, such as battery cable; flexible dual wall tubing is a thinner material that offers flexibility needed for cables such as 7-way harnesses; and single wall tubing is best for smaller gauge wires, such as primary wire.

105, “Hydraulic and Electric Brake Systems.” For vehicles equipped with a transmission that does not have a ‘Park’ position or a transmission that has a ‘Park’ position but the transmission lever is not placed in ‘Park,’ an improperly adjusted park brake cable could result in unintended movement of the vehicle, increasing the risk of a crash or injury.

Forest River Inc. is recalling certain 2018 Glaval Bus Concorde II and Starcraft Bus XLT transit buses. The gear shift cable clip may not be properly seated, allowing the transmission to be in a different gear than indicated by the gear shift lever position. If the gear shift cable clip becomes unseated or dislodged, the gear shift lever position may indicate that the transmission is in ‘Park’ when it may be in a different gear. Additionally, despite selecting ‘Park,’ if the parking brake is not applied before the vehicle is exited, the vehicle may roll. Either scenario increases the risk of a crash.

Isuzu Technical Center of America is recalling certain 2018 Isuzu NPR and 2019 Isuzu NPR-HD and NPR-XD vehicles. These vehicles have a brake switch and nylon retainer that may not have been properly secured into the steel brake pedal assembly bracket. If the brake switch and nylon retainer are not properly secured, the switch can detach from the bracket causing the brake lights to illuminate whether or not brake pedal is depressed, the shift interlock will not operate and the accelerator pedal input will be disabled resulting in the inability to accelerate.

These conditions can increase the risk of a crash.

Tech Updates

Once the proper type and size of heat shrink tubing has been selected, the company says the following tips can help with proper installation: Always slide the heat shrink tubing onto the cable before crimping the fitting to the cable end. This avoids having to manipulate the heat shrink tubing to get it on over the fitting, or worse having to remove the newly crimped fitting and start all over again. Think of it like putting pants on before putting shoes on.

Always use a heat gun when available, as it offers a more effective and controlled source of heat. When in the field, a torch can be used as an alternative; however, proper distance should be maintained so as not to melt the cable jacketing with the open flame.

Never hold the heat gun or torch still in one position. This can cause the cable jacketing to burn or melt.

Always keep the gun or torch moving back and forth until the tubing has completely shrunken down to size.

Always leave 3/8 in. or more of heat shrink tubing “free edge” over the fitting and/or edge of cable (depending on the application) to ensure a complete seal. Too little of a “free edge” and the heat shrink tubing may shrink more than intended, leaving wiring exposed and the connection susceptible to moisture and corrosion causing contaminants.

Always take care to make sure that the heat shrink tubing is completely sealed around the edges (no gaps/pockets) to avoid corrosion and keep a solid reliable electrical connection.

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You can find hidden

suspension repairs HD Alignment: % Reduces setup time % Presents six sensor readings at once % No jacking required

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10:26 AM

Cover Story

By Lucas Deal, Editor lucasdeal@randallreilly.com

The

callback conundrum What to do when a customer claims a part is faulty 14

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Cover Story

O

ne unfortunate inevitability of the parts distribution business is returns.

Commercial trucks and trailers are incredibly advanced equipment. No distributor solves 100 percent of his customers’ problems the first time, every time, and both sides know it.

But while the occasional part return might be expected and sometimes even accepted by most customers, distributors know it’s best to never let one return become a trend. By standardizing responses to parts returns, aftermarket distributors can better solve customer problems, reduce customer downtime and, ideally, increase customer satisfaction.

Is it the right part?

Suppliers say the first step in any distributor parts return process should be to identify the unit in question and determine if it is the correct product for the customer’s needs. This includes checking the component part number and, if the unit in question is not an OE first-fit component, cross referencing the aftermarket component to the OEM part number.

“It is not uncommon for parts to be returned as ‘faulty’ when, in fact, the need for the return is attributable to an innocent purchasing error [meaning the wrong part was purchased for the desired application] or improper installation/use,” says FleetPride’s branch operations team.

Dave Douglass, director of training and education at Muncie Power Products, says most aftermarket purchasing errors can be traced to duty cycle. He gives the example of a used truck owner who instinctively replaces like-for-like for all components despite operating his truck in a dramatically different environment than the previous owner.

Says Douglass: “You likely have an operator who is trying to do things he shouldn’t be trying to do.”

The FleetPride branch operations team says it questions customers on usage and duty cycle before searching for part numbers to ensure the nationwide distributor provides the correct “options to meet their needs.”

In some instances, a veteran counter professional might be able to recall the correct part number for a specific duty cycle from memory. When a counter person is unable to immediately identify a component and its duty cycle, reference tools such as FleetCross

by MOTOR can be invaluable.

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15

Cover Story Paul G. Moszak, vice president and general manager, Truck Group at MOTOR Information Systems, says the cross-reference tool in FleetCross “allows the user to enter a needed part number and have it cross-reference to something they may have in stock. Part search by word also is available, including access to thousands of aftermarket catalogs.”

In cases where a distributor counter professional does not have access to such a tool, supplier catalogs can fill the void.

While print catalogs can still be found — and are still useful for some components — most suppliers advise distributors to use online catalogs whenever possible because of the up-to-date nature of the information.

“Sometimes an OEM will change a part number,” says Scott Donnelly, director of heavy-duty sales at Dorman HD Solutions. “It is nowhere near as common in the heavy-duty space as the automotive space, but it can happen.”

Was it correctly installed?

If a customer was using the correct part, it’s possible his premature component failure can be traced to a mistake during installation.

FleetPride holds customer training events at many of its locations, such as this new facility in Montrose, Colo., as a method of educating customers about their parts needs and requirements.

“A part failing once can happen. But the second or third time a customer comes back needing the same part, it’s likely because he doesn’t know how to put it on [the truck],” says Edward Neeley, president at Truck Supply Company of South Carolina.

Neeley says his team addresses these situations in two ways. The first is to ask the customer simple investigative

At Truck Supply Company of South Carolina, counter professionals are instructed to ask specifc questions about customers’ equipment and duty cycle to quickly determine the best part for their operation.

16

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

questions about how the part was installed, and how it performed before being returned. Neeley says it is important these questions don’t come off as accusatory or overly critical. “You don’t want to insult them and their work,” he says. But in cases when a customer has committed an error in installation, he says it doesn’t take many questions for that mistake to become apparent.

When a customer’s response doesn’t reveal a mistake, Neeley says Truck Supply also will volunteer to assist in the installation of the next part or direct the customer to a service partner it trusts to install the part.

Southwest Truck Parts does the same, says President Debbie Polok. Having one problem with one part doesn’t cause much alarm, but once a customer returns a second time, “we do investigate it,” she says.

“For a lot of the parts we sell there are [installation] instructions in the box,” says Polok. “If there aren’t, or the customer seems to be having trouble, we will offer to bring the truck into our shop and check it out for them.”

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Manufacturers are doing their part in this area as well. In addition to installation instructions, many aftermarket suppliers also offer literature and training geared around minimizing installation mistakes and maximizing component performance.

Douglass says Muncie produces wall posters featuring images of common failure modes, descriptions of how they are caused and instructions on what needs to be done to correct them. Dispersed throughout Muncie’s distribution channel, Douglass says the posters provide counter professionals a useful visual aid when encountered with a premature failure.

Determine the root cause Douglass also notes the importance of the text on the posters when solving a recurring service issue. Proper installation isn’t exclusively about making sure a part fits where it is needed; it’s equally important for installers to inspect and maintain related components and systems that may impact the performance of a new part.

Neeley says this is another reason why careful customer questioning is important. The more information a distributor or service provider can acquire from a

Southwest Truck Parts is quick to provide a replacement part when a customer returns with issues, but will also make sure to investigate the customer’s situation to make sure the root problem is addressed and resolved.

18

ER

NS: HD INSTRUMENT CLUST

INSTALL/REMOVAL INSTRUCTIO

not have s for this part. If you do specific service procedure special for your vehicle to obtain a qualified technician. Pay appropriate shop manual you seek the services of ATTENTION: Refer to the skill to install this part, it is recommended that s carefully. the and follow all instruction a service manual or lack in the shop manual. Read and warnings included attention to all cautions

irregular gear

R (599-5103) HD INSTRUMENT CLUSTE REMOVAL/INSTALL OF e Gauge), (w/Mechanical Oil Pressur International 2002-97 e Gauge) (w/Electronic Oil Pressur International 2008-97

Irregular wear pattern

on gear teeth and/or

wear

broken gear teeth.

gear tooth fractu re/peeling An irregular fracture

Causes of Damage

or “peeling” of gear

tooth.

Wrong PTO for transmis-

Causes of Damage

sion. The transmission may have been misidentified or the wrong PTO mounted.

A foreign object, such as a mounting bolt or nut, was run through the PTO gears.

clutch gear shave

d

Damaged clutch teeth/clutch ring.

Gear teeth are shaved.

There may be burrs on the clutch ring teeth.

Causes of Damage

Improper shifting practices. Specifically, engaging the PTO without depressing clutch.

soLuTIoN Confirm the transmission model number and replace with the correct PTO.

concave gear fract ure A concave fracture

of gear teeth.

PLEASE WEAR SAFETY GLASSES!

Causes of Damage

soLuTIoN Replace damaged gears and any other parts.

Examine for and remove foreign object.

input gear discol oration The PTO input gear is discolored or pattern. shows a deep

Occurs when the PTO is operated above its torque limitation or subjected to a sudden shock load.

wear

soLuTIoN Replace or rebuild PTO. Instruct operator on proper shifting practices.

Replace with Muncie Clutch Shift series PTO.

fractured housi

ng

Partial or complete

Causes of Damage

separation of housing

Installation error.

There is insufficient backlash between transmission and PTO input gears.

Causes of Damage

soLuTIoN

Replace PTO with higher torque rated model. Check operation and setting of system relief valve.

l Tools required for remova instrument cluster: and installation of HD

worn shaft splin

es

Worn output shaft splines will show splines with brownish residue.

The pump similar wear.

• Phillips screwdriver • Wire cutters

Causes of Damage

Replace or rebuild PTO. Follow PTO installation instructions. Confirm gear backlash with dial indicator.

Proper backlash is between .006 and .012”.

output shaft fract

ure

A deep, concave fracture of the PTO result in damage to the key or shaft output shaft. May also keyway.

Caused by a combination of a lack of lubrication and harmonic engine vibrations.

Causes of Damage

soLuTIoN Confirm application parameters. Replace PTO with higher torque rated model. Check operation and setting of system relief valve.

clutch disk black

ened

Clutch disks are blackened and/or (CS series PTOs) glazed from overheating.

Alternating high and low torque loads placed on PTO.

Causes of Damage

PTO engaged above 1000 RPM or against a high load causes clutches to slip.

soLuTIoN Replace PTO shaft.

Apply lubricant at regular service intervals. Specify Muncie PTO with greaseable output shaft option.

gear discolorat

ion

Bell gear is discolored

from overheating.

(CS series PTOs)

Causes of Damage

soLuTIoN Replace with higher torque rated PTO with “companion flange” type output shaft.

contaMination scori

ng

Internal pressure (CS series PTOs). leakage. Scoring of walls of piston PTO may not engage. cup

PTO engaged above 1000 RPM or against a high load causes clutches to slip.

with a qualified auto technician Disclaimer: situations. Please consult result in property damage possible circumstances or for all poss to do so may resu it is impossible to account safety precautions. Failure Traffic Safety is complete and accurate, on; be sure to take all necessary Vehicle Safety Standards by the National Highway is made to ensure this informationto do. Automobiles can be hazardous to work Motor ed Even though every attempt vehicle (such as Federal any work you are not qualifi may apply to your motor safety feature. before attempting to perform and performance requirements not disable any motor vehicle motor vehicle standards standards and that you do or personal injury. Certain in accordance with such Inc. that your work is performed ©2016 Dorman Products, Administration). Be sure written approval. or in part without prior whole in reproductions No

into pieces.

Occurs when the PTO is operated above its torque limitation or subjected to a sudden shock load.

soLuTIoN Confirm application parameters.

Causes of Damage

soLuTIoN Replace clutch disks.

Install Muncie SPD-1001A to prevent overspeeding.

Review application.

Clutch shifted PTOs should not be used on high inertia applications.

blown-out solen

oid

Side of activation

solenoid blown

out (CS series)

Contaminates in the transmission fluid get inside the PTO clutch pack.

Causes of Damage

Moisture in solenoid coil expands when the coil heats up.

soLuTIoN Replace clutch disks.

Install Muncie SPD-1001A to prevent overspeeding.

Review application.

Clutch shifted PTOs should not be used on high inertia applications.

1

Muncie Power Products,

Inc. | 201 East Jackson

soLuTIoN Rebuild PTO. Flush

transmission and replace automatic transmission fluid and filter.

soLuTIoN Replace the solenoid

coil.

Street | Muncie, Indiana 47305 | www.munciepo

wer.com

Technical installation and service bulletins, such as these documents from Dorman HD Solutions and Muncie Power Products, can be helpful for employees and end users when trying to determine why a part may have not performed properly.

customer at the point of sale, the better advice they can provide the customer before he exits the store.

Similar to Truck Supply, B.A. Friction relies on a series of questions asked during all comeback events to piece together a component’s performance history that can be used to diagnose a problem and develop a solution, says President Harry Amoroso.

“We want to know why the customer thinks the part is defective,” he says.

“What was going on to bring them in?”

A lot of times customer explanations will describe symptoms of a common problem found upstream, one likely responsible for the new part’s poor performance. As that solution unfolds, the B.A. Friction team is trained to fall back on its product expertise and supplier training to instruct the customer on how to fix the larger problem.

“We will give them everything we have: brochures, images, we have access to videos,” says Amoroso, anything to keep the customer “from returning again with the same problem.”

That focus on finality is not something to be overlooked. Once a customer returns the same part multiple times, it’s likely his frustration is no longer focused

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

PO11-02A

© Muncie Power

Products, Inc. 2012

solely on the component or manufacturer. By that point, everyone in the distribution channel is fair game for scorn.

“You definitely want to make sure you get the customer somewhere where you can help him. Where you can give him the right information so [the part] works,” Neeley says. “We don’t want him coming back again once he leaves because then he can get a bad taste in his mouth about your parts and your business and suppliers.”

When it is a warranty problem Though it is extremely rare, some parts do fail without cause and need to be replaced. In situations where the aforementioned guidance does not uncover the reason for a part’s failure, it is likely the customer is entitled to a replacement part if the initial purchase was covered by warranty.

A one-year warranty is common for many aftermarket parts, and most suppliers have their own unique documentation that must be completed by a distributor (with customer information) to approve a warranty claim.

Suppliers note production errors and damage during transportation account for the majority of warranty-related

Cover Story

We don’t want [the customer] coming back again once he leaves because then he can get a bad taste in his mouth about your parts and your business and suppliers.

– Edward Neeley, president at Truck Supply Company of South Carolina

parts returns. Additionally, while premature component failures traced to the mistakes above can occur to nearly any component at any time, parts failing without cause can typically be traced to a single shipment or truckload.

When it comes to identifying those components, suppliers say distributor cooperation plays a key role. Warranty return tracking eventually identifies all batch issues but lacks the immediacy of channel notification. Says Donnelly, “If a distributor has different customers coming in with the same issue, they should push that information to the supplier and let them know they have a problem.”

Polok says that’s the standard operating procedure for Southwest Truck Parts.

“If it’s a brand-new part and it comes back a few times, we make sure to tell the rep.”

It’s also important to remember that no matter how a part fails, it is how a distributor responds that ultimately determines whether a customer will remain loyal moving forward.

“The main thing is maintaining that customer rapport,” says Neeley.

Amoroso agrees, adding parts return situations also can be useful opportunities for distributors to teach customers the importance of proper maintenance, spec’ing and installation.

“So many customers today are driven by price, and then something will happen, and we’ll have to tell them: ‘You know you are putting on something other than what is recommended for your truck,’” he says. “Usually when they experience a situation like that it will open their eyes a bit.”

W W W . T R U C K PA R T S A N D S E R V I C E . C O M

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J u n e 2 0 1 8 | T R U C K PA R T S & S E R V I C E

19

Service

By Bill Grabarek, Online Associate Editor billgrabarek@randallreilly.com

To the

rescue

Roadside service can be beneficial for repair shops, but there are factors to consider.

20

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

A

heavy-duty tractor trailer could be well-maintained and running at peak performance as a driver hits the highway. However, no vehicle is immune to issues on the road. Those issues could be mechanical, a flat tire, or myriad other unexpected problems that leave it inoperable or limping to the side of the road or nearest parking lot.

Luckily for truck owners, roadside service is available whether it’s noon on a Wednesday or 3 a.m. on a Saturday.

Service

The most important thing in managing a road call is communication with the [fleet] customer, with the driver … and with our technician who’s running the call to establish expectations based on what the situation is.

— Paul Rygalski, owner at Managed Mobile Inc.

key is to make sure you think through all the pros and cons,” says Scott Jones, president at Jones and Sons Enterprises Inc.

Communication is key

Aftermarket service providers who don’t offer the service might want to consider adding this capability as those who do say it’s a way to grow their business, strengthen bonds with customers and provide another revenue stream. There are caveats, however, shop owners must consider before making the decision to expand their business this way.

“I would recommend it. We’ve been able to grow our customer base by offering this service and doing it well, but the

W W W . T R U C K PA R T S A N D S E R V I C E . C O M

Once a call comes in from a stranded driver, communication is vital to getting his vehicle back on the road and keeping him and his company informed throughout the repair process.

Service providers need to get the most information they can about what appears to be the problem and drivers and their companies need to know technicians’ estimated times of arrival, expected repair time and whether the truck can be fixed on-site or if a tow is ultimately necessary.

FleetNet America’s primary business is managing third-party vendors to handle roadside truck repairs for its fleet customers. At FleetNet, the call-intake staff has a list of questions to determine the driver’s location and what appears to be the problem with the vehicle, along with any other pertinent data. That information is transferred to coordinators, according to Jim Buell, executive vice president of sales and marketing.

“We hire mechanically trained people who like to talk on the telephone and use the computer. [Coordinators] are hard to find and worth their weight in gold,” Buell says. “Their job is to diagnose and

dispatch, so they look at the information from the intake person and then make a determination of what the situation is and whether they have to call the driver back for more information.”

The coordinator has a list of vendors offering roadside repair to choose from based on location, specialty and past performance. Once a repair truck has been sent out, FleetNet will follow up on the service provider’s actual time of arrival and the progress of the repair.

“The most important thing in managing a road call is communication with the [fleet] customer, with the driver that’s on-site with the vehicle and with our technician who’s running the call to establish expectations based on what the situation is,” says Paul Rygalski, owner at Managed Mobile Inc. For example, after a conversation with a driver stuck roadside, Managed Mobile determined a leaf spring had broken and had the driver send a photo. Based on the photo, the decision was made to tow the vehicle because of the scope of the problem.

“That tends to be the exception rather than the rule. Most things you can fix, but when it comes to safety or for practical reasons, we may opt to tow the vehicle,” Rygalski says.

When a call comes in to Love’s Travel Stops, its dispatch department will

J u n e 2 0 1 8 | T R U C K PA R T S & S E R V I C E

21

Service

When a call comes in to Love’s Travel Stops, staff will determine the Love’s Travel Stops location nearest to the stranded driver and dispatch a service truck.

determine the Love’s Travel Stops location nearest to the stranded driver. Love’s Travel Stops has more than 450 locations in 41 states across the U.S. If the driver doesn’t know what the issue is, a technician will get on the phone with him “so he can ask him if the engine is cranking, for example. There’s a difference between a truck that doesn’t crank, meaning it has a dead battery, or one that cranks but won’t start, meaning there’s some sort of engine problem,” says Terry Sewell, tire care service operations manager. “We try to do some diagnosing [of the problem] to determine what we need to take on that road service call.”

22

Typical roadside repairs according to service providers include flat or blown tires, locked brakes, dead batteries, starters, alternators, coolant leaks, broken taillights, electrical issues, air leaks, broken trailer doors — or the driver just ran out of fuel. The time service providers say they will spend on a vehicle ranges from no longer than two to four hours before they discuss with the truck owner that the repair might be too extensive, and the vehicle needs to be towed.

Cost of doing business Offering roadside repairs 24 hours a day, seven days a week requires additional

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

operating costs as well as other aspects of the service that need to be considered, such as vehicles full of tools and parts, increased insurance rates and the availability of technicians willing to be on call to perform repairs.

“You need a properly equipped service truck. Our service trucks are equipped with a compressor, welder and generator unit, and we stock them with the most common repair parts that can help us perform a permanent or temporary repair in the event of a road call,” says Rygalski.

On top of the aforementioned costs, Jones notes the higher insurance rates for

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Service

Approximately 70 percent of Jones and Sons’ business is servicing disabled trucks roadside, and 30 percent is repair work inside its bays. The company says it was the opposite 15 years ago.

workers’ compensation because of the working in a bay will have any tool at his dangerous nature of the job performing disposal as well as resources and fellow repairs to a vehicle on what could be the technicians to consult with, if necessary, side of a busy road. when making repairs. The workspace is Jeff Kyrish, regional vice president quite different on a roadside. at Kyrish Truck Centers, agrees “each “Roadside technicians are going to vehicle represents a have to think more on significant investtheir feet and be able ment because you to adapt much more have a truck, parts quickly and in tighter inventory and tools spaces. They’re going capable of doing to have to know how a majority of the to make repairs by work.” He also says themselves in the midthere’s the expense of dle of the night, in the training technicians middle of nowhere,” so they are capable he says, adding that — Pat Murray, general manager of doing the kinds of Kyrish Truck Centers at Columbia Fleet Service Inc. repairs that can be will rarely pull a techperformed on the side of the road. nician out of a bay to go on a road call.

“The idea that you can just replace Employing enough qualified technione guy with another is not always corcians has plagued the industry for years rect because the guys who are trained and the problem appears to be magnified to go out and work on the road have a when it comes to companies offering specific skillset that not necessarily every- roadside repairs. body else in the shop has,” he says.

Vehicle and equipment needs aside, Kyrish explains the typical technician Sewell says the biggest challenge is

If you’re going to promise 24/7 road service, you have to be committed to doing it.

24

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

finding qualified technicians. Love’s Travel Stops is trying to combat this through an apprenticeship program, computer training and six mobile training labs with trainers who travel to the company’s locations to provide further education for its employees. “We’re hitting it on many fronts but staying staffed with mechanics is one of the big drawbacks,” he says.

“The biggest challenge of doing this type of work is keeping techs who are willing to be available 24 hours a day, seven days a week,” says Jones. “Everybody wants to work 8 a.m. to 5 p.m.

Another drawback is you have to pay them really well to entice them to get up at 3 a.m. or on a Saturday or Sunday.”

Jones and Sons has technicians dedicated to roadside work, but if there are a lot of calls, the company will pull technicians out of the shop. “We try to keep it separated as best we can, but that’s not always possible,” Jones adds.

Columbia Fleet Service Inc., which is run by Owner Kevin Murray and his family, includes a fleet of 13 trucks dedicated to roadside repairs, in addition to

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Service

Managed Mobile service trucks are equipped with a compressor, welder and generator; plus, they are stocked with the most common repair parts.

other services the 12-bay repair shop offers. Seven technicians take trucks home so they can be dispatched from there after business hours.

Pat Murray, Kevin’s son and general manager, says it can be difficult finding technicians willing to always be on call.

That said, the company currently is fully staffed and the Murrays know certain employees would rather work in the shop, so they aren’t sent out on road calls unless necessary.

Conversely, “we have some who prefer to stay out on the road once they get out there,” Kevin Murray laughs, referring to some of his technicians who prefer to work outside. He cautions, however, that “you can get burned out [on road calls] if you’re not careful because there’s that much work out there.”

business to generate revenue, but service providers can’t “pick and choose” when they go on a service call. “If you’re going to promise 24/7 road service, you have to be committed to doing it,” he says.

Columbia Fleet Service charges a flat roadside service fee plus its standard labor rate.

Kyrish says profit margins are good because “it’s expedited service, so customers typically don’t have a problem paying a premium for it.”

Managed Mobile’s core business is onsite fleet maintenance and repair service, and customers on the company’s Fleet Service Plan are guaranteed emergency roadside assistance. The company charges a two-hour minimum for labor versus a standard service call to a fleet’s yard, and charges time and half on weekends and between 5 p.m. and 7 a.m. on weekdays.

“No matter how well we execute on our business model of scheduled maintenance, there’s also a component with commercial trucks where things are going to happen,” Rygalski says. “Drivers are going to run them out of fuel or things are going to break unexpectedly.

There’s no way to completely eliminate road calls, but our goal is to significantly minimize them.”

A service worth providing Given all that’s involved with offering roadside repairs, those who are in the business say aftermarket repair providers should consider adding it to its services.

Pat Murray says it’s another way for a

26

Kyrish Truck Centers trains technicians specifically for emergency service so they are capable of doing repairs on the side of the road, where the workspace is quite different than in a shop.

T R U C K PA R T S & S E R V I C E | J u n e 2 0 1 8

Service

We’ve been able to grow our customer base by offering this service and doing it well, but the key is to make sure you think through all the pros and cons.

— Scott Jones, president at Jones and Sons Enterprises Inc.

Jones says the profit margins are “decent,” and the service builds rapport with customers if “we send a truck out and, in an hour or two, in most cases, have their truck rolling again. It also feeds our service bays with work if it can’t be completed on the side of the road.”

Approximately 70 percent of Jones and Sons’ business is servicing disabled trucks roadside, and 30 percent is repair work inside its bays. “Probably 15 years ago it was the exact opposite,” Jones says.

Columbia Fleet Service has been offering roadside repairs since opening 27 years ago, and Kevin Murray always considered the service as a feeder for his repair shop. “If the road service guy can fix the truck, fine. If he can’t, we would get it back here. Most drivers would want to continue the bill and stay with the guy that came out if they felt comfortable with him,” he says.

In addition to another revenue stream and feeding the repair shop, the service also gets the company in front of new customers, Pat Murray says.

Kyrish says offering roadside service has strengthened the bond with customers.

“In many cases we have customers that started with needing a roadside repair and now don’t want to have any other technician work on their vehicle,” he says. “It’s developed a relationship between not just the company, but also with the employee. They trust this guy is going to take care of them.”

Ultimately, Kyrish adds, offering roadside repairs “is definitely a great service to the customer and a great business to be in once you understand the full ramifications of it.”

W W W . T R U C K PA R T S A N D S E R V I C E . C O M

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4/30/18 27

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Atlas says the 16 in.-by-20 in. platform handles most loads and can even accommodate loaded hand carts. The storage design only requires a small 8 in.-by-20 in. footprint, the company adds.

Trailer aerodynamic product STEMCO introduces a new aerodynamic product, the TrailerTail Automatic fuel-saving system.

STEMCO says this newest version of the signature TrailerTail deploys automatically when the trailer reaches 35 mph, ensuring fuel savings on every trip and removing the need for the driver to get out of the cab to open it manually. The Automatic system also closes the TrailerTail when the truck stops or goes in reverse, preventing damage to the TrailerTail, trailer or dock doors.

The new TrailerTail Automatic will be available in the third quarter of this year, the company says.

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Maxxima has introduced two sizes of flexible hybrid auxiliary stop-turn-tail/backup LED strip lights for trucks, trailers, buses and other vehicles.

Available in 48-in. and 60-in. lengths, Maxxima says the combo STT/BU strip lights can be applied to the rear of any vehicle to produce bright white and red lighting for increased visibility during braking, turning, backing up and whenever the vehicle lights are on.

The lamps are backed by a two-year warranty, Maxxima says.

Expanded air brake, wheel categories Automann has added new products to its air brake and wheel offering.

The new parts include a brake kit for Hendrickson shoes, a kit for Reyco Granning suspensions with cast spiders and FUWA axles, a 22.5 in.-by-8.25 in. aluminum wheel with AluBright coating, a wheel stud and nut fit Watson & Chalin 8K steerable axle hubs, and a Torque Multiplier includes 32 mm and 33 mm sockets for uni-mount lug nuts.

Remanufactured holset turbocharger Turbo Solutions has again added to its remanufactured holset turbocharger offering.

The company says Detroit Diesel DD15 Turbochargers are now available for immediate shipment, joining Cummins applications ISB, ISM, ISL, ISC and ISX products. Turbo Solutions says these turbochargers are available as “Turbo only,” or complete with calibrated actuator for easy and fast installation.

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Marketplace

Load tester for 12-volt batteries

Rolling system for trailer interiors Ancra International has added to its diverse lineup of Retract-A-Roll systems.

The biggest advantage of Retract-A-Roll 4 is the heavy-duty top plate featuring a dual skate wheel design, Ancra says. High-strength, 11-gauge stamped, interlocking steel top plates have a galvanized finish to fight corrosion and are easy to remove for maintenance, only being held in place with two screws. Ancra says only 40 total screws are needed in a standard 5-lane system compared to 220 screws required in other systems. This dual skate wheel design results in a smaller opening in the top plate to help prevent any debris from entering and puncturing the air bag, lowering maintenance cost and downtime, the company says.

Rolling tool cabinets Snap-on has introduced its IQON line of roll cabinets.

The KCP1422 IQON, the first roll cab in the series, features three 50-in. full-width drawers, each with four bottom supports, so larger every-day-use tools can be moved from lower to higher drawers for greater accessibility.

Snap-on adds the series presents techs with unique solutions for quickly organizing and accessing what they need. The SpeeDrawer provides a customizable drawer divider system for small parts and tools, and the PowerDrawer offers an indrawer charging system with five offset 110 V outlets and a curved front section with two quick-access USB outlets.

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AccuMaster BT Battery Load Tester enables users to perform analysis of 12-volt batteries to verify the battery’s condition and potentially avoid being stranded.

AccuMaster says the main function of the tool is to analyze the battery in four indexes: battery condition percentage, battery cold cranking amps (CCA), voltage value and resistance.

Plus, it can be used to perform ground cable checks, positive cable checks and charging system checks.

AccuMaster says the tester can be used with a variety of batteries, including flood, AGM, gel and deep-cycle batteries.

Regional allposition tire Triangle Tire USA introduces an all-position tire for regional and urbanhaul applications.

The company says the TRS02 premium features a durable casing designed for multiple retreads, while a split-layer compound helps deliver long original tread life while reducing rolling resistance. A wider footprint also contributes to extended removal miles.

The SmartWay-verified TRS02 is available in 10 sizes ranging from 265/70R19.5 to 11R24.5 and ply ratings ranging from 14 to 20, Triangle says.

Marketplace

New PTO series Muncie Power Products introduces its TG and 82 Series power take-off (PTO) options, compatible with the new Eaton Endurant and Paccar transmissions with the E80 input gear.

According to Muncie, the new Eaton Endurant and Paccar transmission require a seal plate gasket to withstand the specialty oil (Eaton PS386) used by the transmission. For this reason, a seal plate gasket is used instead of a paper gasket for the compatible TG and 82 Series, the company says.

Both the modified TG and 82 Series PTOs are available in air shift only. Muncie says the TG Series is available in seven speed ratios, and the 82 Series in six speed ratios, for the Eaton Endurant and Paccar transmission.

For the 82 Series, its one-, three- and five-assembly arrangements are available, the company adds.

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Drill-free light bar mount Buyers Products has introduced the Fleet Series drill-free light bar cab mount. The mount eliminates the need to drill mounting holes into the cab roof. The rooftop mount bolts into holes provided by the OEM third brake light.

The one-piece construction offers a quick install and a lowprofile design for improved aerodynamics, the company says. The light bar cab mount is ideal for aluminum cabs that do not work with magnetic mounts.

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Marketplace

Extendable heavy-duty pry bar OTC introduces the new 7177 Extendable Indexing Pry Bar. The pry bar features a 13/16 in. wide prying head that can be adjusted 180 degrees to get the right leverage needed.

The bar can be extended from 34 in. to 53 in. using 31 preset positions that are set in 5/8 in. increments. Optimal loading of 1,500 to 2,200 lb. is made possible by its heavyduty 13/16 in. steel bar and 1-3/8 in. tubular extension.

Various engine bearings New coolant/antifreeze product Old World Industries’ Peak Commercial & Industrial Fleet Charge brand introduces Hybrid Blue.

The company says Hybrid Blue is a Hybrid Organic Acid Technology (HOAT) Extended Service Interval (ESI) coolant/ antifreeze with a phosphate-borate dual buffer system and low silicate level. Blue in color, Old World says this new fully formulated product simplifies coolant maintenance while extending service intervals up to 150,000 miles (260,000 km) or 4,000 hours of operation. Old World says it is designed to work with liquid and slow-release supplemental coolant additives (SCA) available in the market today.

Rear, side door lock National Fleet Products introduces the UFO+ Lock for rear and side vehicle doors.

National Fleet Products says the UFO+ automatically locks when closed, improving in-route security compliance and operator convenience. Its sleek, tough, stainless steel lock body is drill resistant, and its shape makes it virtually impossible for tools to get a grip, the company adds.

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PAI Industries introduces its all new high-performance engine bearings.

At the heart of the new bearings is the new HP-780 material, which PAI says provides 15 times higher load capacity, a longer life and an improved fatigue resistance over standard bearing material. PAI adds the latest addition of the HP-780 coating lowers friction to one-third of the original value, thus preventing abrasive wear.

After a standardized test, the company says it was found that the load carrying capacity of the bearings had increased from 10,000 psi to 152,000 psi.

Retrofittable driver status monitor Denso introduces a retrofittable driver status monitor designed to check for distractions, drowsiness, sleep and inappropriate posture based on the driver’s facial image.

According to Denso, the monitor uses a camera installed in the cabin to record driver actions. If drowsy or distracted driving is detected, the monitor voices an alert, and the driver’s condition is recorded on a SD card. An operations manager and the driver can review the driving status, the number of voiced alerts and an image of the driver when the alert was triggered.

Denso says the driver’s condition also can be notified to the operations manager in real time, making it possible to caution the driver and take quick action in the event of an emergency.

Marketplace

Waste industry tire Bridgestone Americas introduces the M870 and Firestone FS860 tires for the waste industry.

The Bridgestone M870 allposition tire is engineered for urban waste fleets in high-scrub and short-haul applications. The Firestone FS860 all-position tire features a wide belt package for enhanced casing durability and angled grooves for traction in wet environments.

Off The Line Spotlighting a new OEM innovation

Custom truck grille covers Belmor introduces new print options for its Bug Screen Truck Grille Covers. Choices include the American flag and camouflage prints from Realtree and Mossy Oak. The company says the covers are composed of heavy-duty mesh bound in a reinforced vinyl frame with no-drill applications available for the Freightliner Cascadia 2007-18, International Prostar 2005-16, International RH 2017-18, Kenworth T6802012-18, Kenworth T800 1987-2018, Kenworth T802 19872018, Kenworth T803 1987-2013 and Kenworth W900L 1981-2018.

Cummins, International announce powertrain partnership

Heavy-duty alternator

Cummins Integrated Power announces its X15 engine paired with the Endurant transmission is now available from Navistar in both the International LoneStar and LT Series trucks.

“As part of our Cummins Integrated Power portfolio, we’ve strategically paired the X15, which was the number one selling heavy-duty engine in North America in 2017, with the Endurant transmission to offer a low total cost of ownership for our customers while optimizing efficiency and delivering the performance our customers demand,” says Brett Merrit, vice president – Cummins On-Highway Engine Business.

Leece-Neville introduces the IdlePro Extreme, 12V, a 420-amp heavy-duty alternator designed to meet the demanding voltage requirements under extreme conditions required for fire truck applications.

Prestolite says the IdlePro Extreme 12V, 420-amp alternator is engineered for ultra-efficient operation.

IdlePro Extreme alternators operate at 76 percent efficiency and offer a minimum of 90 percent of their rated maximum output at engine idle speed, the company says.

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Marketplace

Next generation suspension Reyco Granning is introducing the next-generation IFS suspension family branded ComfortMaster. The first two platform variants will be based on 17,000 lb. GAWR and 20,000 lb. GAWR systems available for shipment Nov. 26, 2018.

ComfortMaster is the latest generation IFS and will be the direct replacement for the IFS17S3, IFS18S3 and IFS20S3 product families, the company says. After a brief overlap period, these existing transit bus and motorhome IFS products will be phased out to make way for production of the new ComfortMaster series.

Reyco Granning says the system comes as a complete module without any loose parts. It includes sub-frame/cradle, power steering gear, steering linkage and all components to make it a unitized bolt-in system.

Electric brake force meter Innovative Products of America (IPA) has released its 9107A electric brake force meter with dynamic load simulation and circuit testing, which IPA says syncs with a vehicle’s trailer detection system allowing for fast brake controller diagnosis without the need for a trailer.

The meter, which works on integrated and aftermarket brake controllers, displays real-time, brake-force output gain and timing as well as truck-side tow circuit indication, IPA says.

Designed for 7-spade equipped vehicles, the meter simulates a trailer load and troubleshoots all truck-side tow circuits, such as tail lights, turn signals, 12-volt current, reverse and ground condition, etc.

Light-, medium-duty engine long blocks Reliance Power Parts has expanded its product offering with the addition of long blocks for Cummins 3.9-, 5.9- and 8.3-liter applications.

According to the company, these B and C series engines are found in applications of all sorts, including commercial trucks and industrial and agricultural applications.

The Reliance long blocks are available in two valves per cylinder head version, with individual valve covers for each cylinder. Reliance says each of these long blocks is completely new and built from the bare block up using Reliance parts to create a long block specific to the application.

W W W . T R U C K PA R T S A N D S E R V I C E . C O M

Trailer electrical system tester Lite-Check introduces its updated Verifier Model 1010 and 1011 electrical testing products.

Lite-Check says the Model 1010 is a mobile tester, while the Verifier Model 1011 is a workstation tool. Both can produce high-speed trailer inspection reports and fully comply with the requirements of 49 CFR Part 396. Custom inspections also can be created by both units to meet the unique needs of any organization, Lite-Check says.

Custom dashboard display Ametek says its Universal Instrument Panel-Color Display is designed for custom dashboards in heavy trucks and construction, military and other vehicles.

The UIP-CD is engineered to meet the instrumentation requirements for a broad range of vehicle platforms, with easily customized gauges, telltales and displays. The panel is based on the company’s Next Generation Instrumentation and can be customized to specific vehicle requirements, the company says.

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Marketplace

Multi-compliant conspicuity tape BettsHD has launched a new line of conspicuity tape that is compliant with DOT-C2, FMVSS-108 and NHTSA regulations.

The tape is made with a prismatic reflective surface that can be seen from longer distances and at higher intensities than glass bead designs, the company says, and polyester sheeting also resists cracking over time even with a wide range of temperatures.

BettsHD says the 150-ft. roll of conspicuity tape comes in three different styles: 11 in. red and 7 in. white; 6 in. red and 6 in. white; and all white. The new tape product comes with either a three-year, five-year or 10-year warranty. Betts HD says the 2010 FMCSA Compliance, Safety and Accountability (CSA) enforcement initiative delivers three-point violations for not meeting the minimum conspicuity standards.

Air valves and related parts World American has added 16 new part numbers of air valves and related components, as well as six new Barksdale replacement air valve numbers and six replacement air springs.

Regarding the air valves and related components, World American says the new parts include multiple relay valves and safety valves, a dash valve and dash control valve, one air chamber bracket and a few ABS sensor cables and ABS sensor straight connectors.

The six Barksdale part numbers are for five height control valves and a spring brake valve.

The air spring parts are three double convoluted air springs and three cabin air springs.

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Handheld diagnostic scan tool NEXIQ Technologies introduces the Pocket HD, its new handheld scan tool for light-, medium- and heavy-duty truck diagnostics.

NEXIQ says the tool comes preloaded with two NEXIQ software applications, LMT 2016 (for light- and medium-duty trucks) and the popular Heavy Duty Standard and OBD II Suite (which supports both J1708 and J1939 communication).

Additional Pocket HD software applications are available for purchase separately, NEXIQ says, and provide support for Bendix, Meritor WABCO, Wabash National, Eaton and Haldex. The NEXIQ “All Makes� DPF Regen application (HD/LMT DPF Regen) also is available, giving technicians the ability to run the essential diesel particulate filter regeneration procedure for a wide range of manufacturers.

Mid-torque impact wrench Milwaukee Tool has introduced the M18 Fuel 3/8 in. mid-torque impact wrench.

Building off the 1/2 in. mid-torque impact wrenches, Milwaukee states the new version delivers up to 450 ft.-lb. of fastening torque and 600 ft.-lb. of nut-busting torque.

The M18 Fuel 3/8 in. mid-torque impact wrench is designed with a three-mode Drive Control feature, providing the user with the versatility to switch between Modes 1, 2 and 3 to match the power and speed to the application at hand.

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