Truck Parts & Service 0716

Accuride Debuts Training Series | Michigan Avoids Anti-Aftermarket Law

Asked and answered Everything the aftermarket needs to know about the new heavy-duty diesel engine oils

JULY 2016 |

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The ABCs of DEF

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Volume 52 | Number 7 | July 2016

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Cover Story

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Editorial

Editor: Lucas Deal Equipment Editor: Jason Cannon Associate Online Editor: Jonathan Willis

What’s next for engine oil? 12

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Features 14 What happens to PC-11?

21 The ABCs of DEF

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Editorial | Lucas Deal

Staying on the good side of the trend line

By Lucas Deal, Editor lucasdeal@randallreilly.com

L

ast month Frost & Sullivan released a new report addressing what the research firm has determined as the “Top 10 trends in the North American Mediumand Heavy-Duty Commercial Vehicle Aftermarket.”

Though I was unable to access the full report, an executive summary and press release helped me find the report’s top trends and some aftermarket predictions from the Frost & Sullivan team that produced the document.

Grouped into three categories, macro, maintenance and technology, Frost & Sullivan listed its industry trends as follows: Macro: Aging truck population, technician shortage outpacing demand, Right to Repair/CSA creating opportunities.

Maintenance: Sustained remanufacturing growth, strong performance of OEM private label brands, total cost of ownership (TCO) a priority to fleets, opportunities in aftertreatment products.

Technology: Truck parts ecommerce growing, connected trucks improving maintenance, leveraging big data.

To me most of those were unsurprising.

The aging truck population and tech shortages are casually or directly addressed at nearly every aftermarket event, as is Right to Repair (though I wouldn’t group that movement with CSA like Frost & Sullivan did). The maintenance and technology trends are equally

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common, and while I wouldn’t consider a growing focus from fleets on TCO as an aftermarket-specific trend, it definitely impacts how the aftermarket serves its customers.

Where I found the report to be most insightful was in its three predictions for the industry.

Parts e-commerce will likely account for 4 to 5 percent of aftermarket business by 2020 Frost & Sullivan predicts the following: The aftermarket will cross the $30 billion mark by 2020; the OES channel will gain 1 to 2 percent in market share on the strength of its private-label brands and telematics penetration; and parts e-commerce will likely account for 4 to 5 percent of aftermarket business by 2020.

So, one good thing, one bad thing, and a third thing that can be as good or bad as you want it to be.

To me that’s the story of the entire

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report. That there’s a realistic chance that one twentieth of all aftermarket sales will be online by the end of the decade.

And if Frost & Sullivan’s first prediction is right, that’s more than $1.5 billion in online aftermarket purchases.

Wow. Are you prepared to get in on that?

If you’re not, you don’t have a lot of time. Crazy as it sounds 2020 is just 41 months away.

And sure, it would be easy to bury your head in the sand and say that prediction is high. It very well may be. But we both online sales aren’t going away.

They are rising for nearly everything else; it’d be unrealistic to sit back and assume the aftermarket will avoid the trend.

Besides, all it takes one good experience.

That one time a customer needs something and they call you and you just can’t find it. You start searching for it, of course you do, but in the meantime they do the same on Google. They beat you to it by five minutes, then while ordering it from another distributor three states over, they realize that distributor also has tail lights and trailer harness at prices 10 percent cheaper than you. And 24-hour free shipping if they reach a spending threshold. Suddenly their next stock order is smaller, and before you know it your profitability from them is drifting from black to red.

Creating an online sales tool won’t be cheap, but in the end, it’ll probably hurt less than that alternative.

Editorial | MacKay & Company

Wait for Weight?

By Robert F. Dieli RDLB, Inc.

T

hose of us in the trucking sector know that there are always multiple forces at work behind trucking activity.

While most of our attention is devoted to the tangible measures of that activity, such as tonnage and mileage, we also need to keep track of the intangibles, such as the regulations that govern the movement of freight, and by extension, the movement of trucks. In the final analysis, it is the movement of the trucks that determines how much gets spent on the parts and service needed to keep them profitably in motion.

Over the past year we have had to contend with the effects of the labor dispute at the West Coast ports on the movement of goods in and out of those locations.

One thing we learned is that bottlenecks at the docks quickly affect the rest of the supply chain. And, just when we thought we had cleared up those backlogs and gotten back to a more normal contour of operations, along comes the International Maritime Organization (IMO) with a directive under the Safety of Life at Sea (SOLAS) convention requiring the certification of the true weight of all shipping containers before loading on to an ocean going vessel.

Under the directive, a document called a verified gross mass declaration

(VGM) must be presented at the dock before a container can be loaded. The directive went into effect worldwide on July 1, 2016. Ship operators have been pushing for the VGM requirement for some time, as there have been several marine accidents stemming from improperly stated container weights.

The implementation of the VGM requirement is expected to be difficult both from a logistical standpoint and from a legal standpoint The implementation of the VGM requirement is expected to be difficult both from a logistical standpoint (getting every container weighed and certified) and from a legal standpoint (who bears the final responsibility for the accuracy of the VGM?).

In the first case, many terminals here and abroad, are offering weighing services to help deal with the problem.

In the second case, matters are much

more unsettled. Especially since the regulation provides for steep fines in cases of noncompliance. Some carriers are putting the responsibility for the VGM on the shipper who is originating the cargo.

In other cases, the carrier is accepting the shipment and then doing the final certification at the port. And this leaves out those parts of the world where precise weighing of cargo has been the exception rather than the rule.

The IMO has sent a circular out to the port directors instructing them that some leniency in the enforcement of the VCM rule in the interests of maintaining port efficiency will be allowed. But eventually, the IMO expects the rule to be fully implemented.

What does all this mean for the U.S. trucking sector and the aftermarket?

At best, a brief period of adjustment as shippers and carriers incorporate the additional steps needed to get a container on a ship. In that case, we should be able to get back to monitoring the quantitative measures of trucking activity to assess the demand for parts and service.

At worst, a prolonged period of uncertainty where the supply chain gets backed up much as it did last year while the shippers, the carriers, the IMO and lawyers try to get things sorted out.

Robert F. Dieli is president and founder of RDLB, Inc. an economic research and management consulting firm based in Lombard, Ill. Bob regularly collaborates with MacKay & Company on economic publications as well as industry presentations such as HDAD.

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Industry Focus

Dealer News Bruckner Truck Sales has acquired Enid Mack Sales of Enid, Okla.

Truck Country has opened a new facility in Dubuque, Iowa.

Westman Freightliner has been renamed Harrison Truck Centers.

McKinney Truck Rentals has acquired the rental fleet of Fleet Trailer, LLC. Gulf Coast Truck and Equipment and Meister-Shane, Ltd., are now authorized East Manufacturing dealers.

Penske Truck Leasing has opened a full-service leasing and contract maintenance facility in Mira Loma, Calif.

Bergey’s Truck Centers has earned a coveted spot in the VISTA World Championship, representing the North American region.

Thomas Bus Sales of Georgia, a division of Peach State Truck Centers, has earned the Thomas Built Buses’ President’s Club award.

GATR says it has opened a new location in Waterlooo, Iowa AMG Peterbilt has relocated its facility in Columbus, Ohio, TPine Truck Rental Inc., has been approved for full membership in NationaLease.

TransChicago Truck Group’s Shorewood, Ill., location is now Elite Support Certified.

M&K Truck Centers has opened its newest facility M&K Indianapolis North.

Maxim Truck and Trailer recently raised $23,000 for the CancerCare Manitoba Foundation’s Challenge for Life campaign at its annual barbecue.

Longhorn Bus Sales has been named North American School Bus 2015 Dealer of the Year by IC Bus. Old River Volvo, a three-location Volvo, Hino and Isuzu dealer based in Richland, Miss., has acquired the Parish Truck Centers, a Mack and Volvo dealer in Louisiana.

Rihm Kenworth held a fundraiser for the American Brain Tumor Association in honor of former president John W. Rihm, who died of cancer in 2010.

Michigan Governor Vetoes Anti-Aftermarket Bill Michigan Gov. Rick Snyder has vetoed HB 4344, which if passed, would have banned the use of aftermarket and remanufactured parts within the state on vehicles less than five years old.

The decision was lauded by the Motor & Equipment Remanufacturers Association (MERA) and the Automotive Aftermarket Suppliers Association (AASA).

“We commend Gov. Snyder for this veto, which ensures motorists’ freedom of choice about their vehicle’s service and repair,” says Bill Long, AASA president and chief operating officer. “This is a major victory for our members, who spoke out against this measure and the harmful impact it would have had on the jobs and economic contributions that the full

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service aftermarket suppliers make to Michigan’s economy.”

“Gov. Snyder’s action today preserves consumer choice and ensures robust and open competition in Michigan’s automotive service and repair sector,” adds John Chalifoux, MERA president and chief operating officer. “I am proud of our members who effectively voiced their concerns about the bill’s potential to impede competition and limit access to high quality remanufactured parts for Michigan drivers.”

In vetoing the bill, Snyder wrote to Michigan lawmakers, “I am unable to sign this bill because it overreaches in the limitation of aftermarket parts negatively impacting consumers and creating the potential for negative consequences for Michigan’s automotive industry.”

T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

Accuride Debuts Video Training Series Accuride Corporation has launched a new series of how-to videos to help technicians properly install and service Accuride’s steel and aluminum wheels and Gunite-brand brake drums and automatic slack adjusters (ASA).

Accuride says the videos use animation, technical diagrams and step-by-step instructions to quickly and clearly walk the viewer through correct procedures for installing and maintaining these components.

Accuride says customers can quickly access the videos on the Accuride website, mobile application and YouTube channel.

Industry Focus

New Federal-Mogul Motorparts’ Website Goes Live Federal-Mogul Motorparts has launched a comprehensive new website covering its broad portfolio of brands and products for the heavy-duty engine and vehicle markets.

According to Federal-Mogul, the new site offers detailed product and technical information covering the company’s industry-leading lines of Abex commercial grade friction, FPDiesel engine and fuel system components and gaskets, National oil seals and bearings, ANCO wipers, Champion spark plugs, MOOG steering and suspension and Wagner lighting products. Federal-Mogul Motorparts is a division of Federal-Mogul Holdings Corporation.

“Our new website underscores the value of relying on Federal-Mogul Motorparts for high-quality repair solutions for virtually any on- or off-highway vehicle,

stationary engine or agricultural, industrial or commercial marine application,” says Dan Leo, the company’s heavy-duty brand manager.

Broader coverage.

Better performance.

Power Heavy Duty Adds Tennessee Member Power Heavy Duty has added Felton’s Clutch and Brake Service as its newest member company.

Based in Chattanooga, Tenn., Felton’s Clutch and Brake Service’s main product line is rebuilt clutches for light- and medium-duty trucks, agricultural and off-highway applications. They also provide flywheel grinding, complete driveline service and in-house relining of brake shoes, Power Heavy Duty says.

“For more than 50 years the staff at Felton’s Clutch and Brake Service has provided Tennessee and many surrounding areas with excellent and reliable service and is continually adding new technologies to better serve its customers,” says Mark Iasiello, general manager of Power Heavy Duty. “We are pleased to welcome them to Power Heavy Duty.”

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Industry Focus

CVSN Announces Speakers For 2016 Aftermakret Distribution Summit

Bendix Diagnostics Software Reaches Milestone Bendix Commercial Vehicle Systems, LLC, recently celebrated the 50,000th download of its Bendix ACom Diagnostics software.

The diagnostic software helps technicians diagnose, repair, troubleshoot, and recalibrate components that form Bendix’s antilock braking, stability and tire pressure monitoring systems.

Bendix developed the ACom Diagnostics software in 2004. The software is a Microsoft Windows-based program that interfaces with the vehicle and reduces steps in the troubleshooting process by directing the technician straight to the diagnostic trouble code for an efficient repair, the company says.

“Ensuring that technicians have fast and easy access to the latest diagnostic tool is always top of mind for us, so they have at their fingertips constantly evolving software designed to troubleshoot and correct any issues quickly,” says Scott Burkhart, vice president – sales, marketing, and business development at Bendix.

The Commercial Vehicle Solutions Network (CVSN) has released its full speaker lineup for its upcoming Aftermarket Distribution Summit, set for Sept. 10-14, 2016, at the Sutton Place Hotel in Vancouver, British Columbia.

This year’s event theme is “CVSN – Providing The Edge” and will be highlighted by a keynote address by Donald Cooper, international management speaker and business coach. CVSN says Cooper is a thought-leader in management. He works with business owners and managers in more than 40 industries worldwide who want to achieve extraordinary outcomes.

In addition to Cooper, this year’s Summit also will feature presentations by Sam Geist of the Geist Group and Rick Barrera, vice president of strategy for AutoCrib.

Tire Service Equipment Wins Patent Case Tire Service Equipment Manufacturing Co., Inc., has concluded its patent infringement litigation against Gaither Tool Co. in the Federal Court of Canada.

The Honourable Mr. Justice Annis of the Federal Court has entered a consent judgment and injunction finding that Gaither’s U.S. Bead Bazooka line of tire bead seaters infringes on TSISSG’s Canadian Patent 2,373,067, which covers TSISSG’s Cheetah Cannon product in Canada, and finding that Gaither induced infringement in Canada of TSISSG’s patent.

TSISSG says the Court entered a permanent injunction enjoining Gaither from “directly or indirectly making, using, selling, offering for sale or importing or causing or inducing others to make, use, sell, offer to sell, or import” all of Gaither’s Bead Bazooka products in Canada for the term of Canadian Patent No. 2,373,067.

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

Aug. 25-27 Sept. 10-14 Sept. 19-22 Oct. 17-21 8

Great American Trucking Show, Dallas CVSN Aftermarket Distribution Summit, Vancouver, B.C. TMC Fall Meeting & SuperTech Competition, Raleigh, N.C. VIPAR Heavy Duty Annual Business Conference, Orlando

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Industry Focus

General Cable Sells Ignition Wire Business General Cable Corporation has reached a definitive agreement to sell its North American automotive ignition wire business to Standard Motor Products, Inc. for cash consideration of approximately $71 million, the company says.

The company says it expects to close the sale in the near future.

Proceeds will be used to reduce outstanding borrowings.

“We are executing our new strategic roadmap, and a key component of the roadmap is focusing and optimizing our portfolio of businesses,” says Mike McDonnell, president and chief executive officer at General Cable.

People In The News Cletus Beatrix “C.B.” Crook, Jr., former owner Crook Motor Company, has died. He was 80.

Navistar has named Carlos Junquera as vice president of sales, North America Crook Parts.

Brian Sage has been named executive vice president of manufacturing at Great Dane.

Michael McColgan, Used Truck Association (UTA) board president, has died.

McColgan He was 61.

Tom Reynolds has been named president of The Reading Truck Group.

Talbert Manufacturing has promoted Jim Hall to vice president of operations and Jamie Myers to vice president of purchasing.

Russell Keys has joined Idealease as area vice president, National Accounts.

Clean Diesel Technologies has appointed Tracy A. Kern as chief financial officer.

Keys Centric Parts has hired Dan Billie as its executive vice president of sales and marketing.

Tracy Carll has joined Reyco Granning as the new vice president of finance.

Betts Company has apCarll pointed Dan Flores as the company’s new controller.

Buyers Products has added Patrick Fuchs as its municipal sales manager.

Wayne Eiffes has been promoted to senior manager of Quality Assurance at DENSO.

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Tech Updates

HOW TO RESET AN INVERTER

P

urkeys has released instructions for how to reset an inverter on a heavy-duty tractor.

Inverters take 12-volt, DC power from tractor batteries and convert it to 110V, AC power, which Purkeys says allows drivers to operate devices, such as laptops and microwaves, while on the road.

Inverters are good tools for drivers, but they do have limitations. It is important to understand how much an inverter can handle, the company says.

“When the 1200-11-8 inverter

batteries drop below 11.8 volts for more than 30 seconds, the inverter will shut off to protect the truck’s batteries from excessive draining,” says Larry Rambeaux, national fleet and truck representative.

Purkeys says a green light on an inverter will begin blinking when voltage drops below a predetermined point, like 12.3v or 11.8v. If proper voltage is not restored within 30 seconds, the light will turn red and the inverter will shut off.

The 30-second requirement eliminates

SAFETY RECALLS Adkins Truck Equipment is recalling certain model year 2013-2016 Dominator-Propane, Dominator I, Dominator II, Dominator III, and Dominator IV trucks equipped with IMT cranes, models 6000, 7500, 8600, 9500, 10000, 12000, or 14000. The affected cranes have a valve bank cover that may crack and fall from the crane while the crane is being transported. If the valve bank cover detaches from the crane it could be a road hazard, increasing the risk of a crash.

Auto Truck Inc., is recalling certain model year 2013-2016 IMT Dominator Series III vehicles manufactured April 4, 2013, to Jan. 22, 2016, equipped with IMT cranes, models 6000, 7500, 8600, 9500, 10000, 12000, or 14000. The affected cranes have a valve bank cover that may crack and fall from the crane while the crane is being transported. If the valve bank cover detaches from the crane it could be a road hazard, increasing the risk of a crash.

Blue Bird Body Company is recalling certain model year 2017 All American Forward Engine transit buses manufactured Feb. 9, 2016, to Feb. 19, 2016, and one Vision transit bus manufactured on Feb. 1, 2016, equipped with Freedman Integrated Child Seats (ICS) Passenger Seats.

These vehicles are equipped with seats that may separate from the base frame due to bolt failure.

As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 213, “Child Restraint Systems.” In the event of a crash, the seat can separate from the base frame, increasing the risk of injury to the seat occupant.

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

Daimler Trucks North America LLC (DTNA) is recalling certain model year 2015-2016 FCCC XBP, XBR, XCM, XCR, XCL, and XCP trucks manufactured May 1, 2014, to June 16, 2015, equipped with certain ZF RL77 / 80EM independent front steering axles equipped with Bosch 8018 steering boxes. The boxes were manufactured using incorrect internal spacers that can cause premature wear in the connection between the steering wheel and the front axle. The steering wheel’s connection to the front axle could fail resulting in a sudden loss of steering ability, increasing the risk of a crash.

Forest River is recalling certain model year 2007-2014 Solera, and Coachmen Prism vehicles, built on Mercedes-Benz and Freightliner Sprinter chassis. Upon deployment of the driver’s frontal air bag, excessive internal pressure may cause the inflator to rupture. In the event of a crash necessitating deployment of the driver’s frontal air bag, the inflator could rupture with metal fragments striking the vehicle occupants potentially resulting in serious injury or death.

Monroe Truck Equipment is recalling one model year 2013 Ford F-550 truck with an IMT model 7500 crane. The affected crane has a valve bank cover that may crack and fall from the crane while the crane is being transported. If the valve bank cover detaches from the crane it could be a road hazard, increasing the risk of a crash.

Pierce Manufacturing is recalling certain model year 2015-2016 Arrow XT, Enforcer, Impel, Quantum, Saber, and Velocity emergency vehicles manufactured Aug. 4, 2015, to Aug. 24, 2016,

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false turn-offs from short-term loads, like an engine crank, Purkeys says.

To reset the inverter, Purkeys says to follow these steps: Turn on the vehicle so the batteries start charging.

Connect a voltmeter to the inputs at the back of the inverter to make sure the input voltage is read correctly.

Once proper input voltage is reached, turn the switch off and back on. The light will switch back to green when the inverter is operating correctly.

equipped with pumps to provide pressurized water to aid in fighting fires. These pumps have 6 in. intake strainers that may have been improperly soldered during production and, as a result, the strainers may come apart during use, allowing parts of the strainer and debris to enter the pump, possibly damaging the pump. If the strainer and/or debris enters the pump, and the operator is forced to shut down the pump, reducing firefighting effectiveness, there could be an increased risk of injury.

Spartan Motors is recalling certain model year 2012-2015 Utilimaster Aeromaster vehicles manufactured from Nov. 5, 2013, through March 31, 2016. The push-to-trip circuit breaker for the liftgate system may have been improperly wired. As a result, even though the circuit breaker has been pushed, the liftgate system may still be powered. With an improperly wired circuit breaker, maintenance personnel could be unaware the liftgate system is still energized, increasing the risk of personal injury.

Tiffin Motorhomes is recalling certain model year 2014-2016 Allegro Phaeton and 2015-2016 Allegro Bus trucks manufactured Oct. 1, 2014 to Aug. 1, 2015, equipped with certain ZF RL77 / 80EM independent front steering axles equipped with Bosch 8018 steering boxes. The boxes were manufactured using incorrect internal spacers that can cause premature wear in the connection between the steering wheel and the front axle.

The steering wheel’s connection to the front axle could fail resulting in a sudden loss of steering ability, increasing the risk of a crash.

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Cover Story

By Lucas Deal, Editor lucasdeal@randallreilly.com

Asked and answered Everything the aftermarket needs to know about the new heavy-duty diesel engine oils 12

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Cover Story

T

he North American medium- and heavy-duty trucking industry will receive an early Christmas present this year with the introduction of two new diesel engine oils, CK-4 and FA-4, on Dec. 1, 2016.

The new oils represent the first change to the heavy-duty diesel engine oil market in a decade, and the first time two new engine oils have been simultaneously released since 1994.

With changes like that, questions abound, and Truck Parts & Service has done its best to have as many as possible answered by the industry’s experts.

Why did trucking need new diesel engine oil?

The development of CK-4 and FA-4 can be traced back to 2010, when the Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) announced plans to introduce Federal regulations in the trucking industry to reduce greenhouse gas emissions and mandate fuel economy improvements.

In designing new technology to meet those future regulations, engine manufacturers determined the industry’s current oil (CJ-4) was falling short in some key areas and making it difficult for them to reach the proposed standards.

So they reached out to the oil industry for help.

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“The engine manufacturers came to us. They wanted to propose a new standard,” says Kevin Ferrick, senior manager, Global Industry Services – Engine Oil at the American Petroleum Institute (API).

The Institute relayed the request to the American Society for Testing and Materials (ASTM) Heavy-Duty Engine Oil Classification Panel — API certifies new oil categories but it does not develop them — which accepted the manufacturers’ request and Proposed Category 11 (PC-11) was formed.

Who develops a new oil category?

All new diesel engine oil categories are developed through industry cooperation.

For PC-11, the task was given to the Heavy-Duty Engine Oil Classification Panel. Filled with engine OEM and oil marketer representatives and supported by API, the panel first met to address PC-11 nearly five years ago.

Chevron’s Jim McGeehan, then Shawn Whitacre (after McGeehan retired), handled the committee’s chairman duties.

Whitacre, Chevron’s senior staff engineer of engine oil technology, says early committee discussions focused on determining from OEMs the areas where the industry’s current oil was lacking, and the particular aspects that needed to be improved. Over time these issues were parsed into a few key needs — improved oxidation and shear stability, better aeration protection, lower viscosity grade products — and each representative returned to their respective companies for research and development.

It was during this time that API approved two manufacturersubmitted tests to be used by oil marketers to meet the PC-11 performance requirements.

“We carry forward tests from each previous category. There weren’t a lot of new requirements,” says Ferrick.

How long does it take to develop a new oil?

As mentioned above, the new oils entering the market in December have been in the works for nearly five years. That time is split fairly evenly between category development, laboratory development and

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Cover Story

How is the new oil different from the current oil?

This requires two very different answers, says Arcy.

Switching to the new PC-11 oils CK-4

Consult your lubricant supplier

1

2

FA-4

Choose the right oils

14

Determine optimal oil drain intervals

4

Educating customers about the differences between CK-4 and FA-4 oils has been a top priority for oil marketers in 2016.

“CK-4 is going to be a direct replacement for CJ-4. It will provide some additional benefits in those key areas [oxidation, aeration, shear stability] but it’s a direct replacement for what everyone is using today,” he says.

Where this new category so unique, and Arcy says differs from nearly every other diesel engine oil category released, is with FA-4.

“All FA-4 oils will be something W30,” he says. “They will have lower viscosity grades and be easier to pump.”

This was done specifically for engine manufacturers, Whitacre says.

By factory filling new 2017 engines will lower viscosity oils, engine manufacturers will be able to “maximize their fuel economy advantages with their new products,” he says.

“The reduction in greenhouse gas

So, what happened to PC-11?

Short for Proposed Category-11, PC-11 was the developmental title for the new generation of heavy-duty diesel engine oils. The initial proposal for a new category was made by engine manufacturers to oil marketers and API in 2011, and when accepted PC-11 was born.

When it was determined that two new oils would be launched within this new category, the titles PC-11A and PC-11B were introduced to distinguish between the products.

Follow OEM service recommendations

3

Both were used as working titles for the new oils until January, when CK-4 and FA-4 were approved as the industry’s newest oils by API. The PC moniker has been shelved, not to be seen again until development on another future category begins.

“We’ve moved past PC-11 now,” says Dan Arcy, OEM technical manager at Shell. “We’re addressing the new oils by their category names.”

T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

emissions comes from there,” Ferrick says. “Because the oil is lighter and easier to pump the engine doesn’t have to work as hard. And if the engine doesn’t work as hard it’s able to get better fuel economy, and better fuel economy leads to reduced emissions.”

Which oil will customers need?

In the aftermarket that answer will be overwhelmingly CK-4, oil marketers say.

Especially in the early stages of the new category rollout.

Cigala says only CK-4 oils will be backwards compatible with all engines when released in December. FA-4 oils were designed specifically for model year 2017 engines and beyond, and are unlikely to be compatible with any previous model year technology, he says.

At press time for this article no engine manufacturers have announced which of their engines will be compatible with FA4. Oil marketers expect engine makers to begin announcing their plans in August, which will allow both sides enough time to communicate the information to their customers.

Each oil marketer says it will defer to OEM specifications as to which oils can be used in which engines.

Oil marketers say distributors who cater to large fleets may want to stock some

Image courtesy of ExxonMobil

oil formulation, performance and on-road testing and then formal certification.

CK-4 and FA-4 are actually being released ahead of schedule. Early timelines had the oil entering the market in 2017, but requests from engine manufacturers to use the oil in model year 2017 engines motivated the development committee to finish production in 2016, says Dan Arcy, OEM technical manager at Shell.

API has no rules in place governing the length of development for new category, but does require a mandatory waiting period between when a proposed category is approved by committee and licensed for sale.

With CK-4 and FA-4 most oil marketers are using that time to continue validation and on-highway testing on their new products. Arcy says Shell has “more than 35 million miles” of highway testing on its new oils, and other oil marketers say they have significant miles of testing as well.

“We’re continuing to add more than 1.5 million miles each month with the help of select fleet partners,” says Paul Cigala, applications engineer, Commercial Vehicles at ExxonMobil.

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Drivers and owner-operators, like Lisa Kelly of History Channel’s Ice Road Truckers (above), will continue to use CJ-4 oil through November. Oil marketers will begin distributing both new engine oils immediately on December 1.

FA-4 for use in customers’ new vehicles, but say a heavy majority of oil sales will be the CK-4 product.

“There won’t be broad acceptance of FA-4 yet,” Whitacre says. “That may take a few years.”

When can I get this oil in stock?

Oil marketers are allowed to begin shipping CK-4 and FA-4 immediately after the new oils are licensed on December 1.

It is likely that most will begin packaging the lubricant in the days leading up to that date so they can begin shipping the product as soon as legally possible.

“We want to get it out there quickly,” Arcy says.

Adds Cigala, “CK-4/FA-4 products will be available to our distribution network on or around the first release date

of December 2016, although it’s likely that owner-operators and fleets may not see the new diesel engine oils until early 2017.”

The key is in the packaging, Arcy says.

Until CK-4 and FA-4 are licensed by API, they cannot be promoted or marketed as such.

Arcy says the backwards compatible CK-4 could be packaged and sold as CJ-4 as a means of getting the new product into the market sooner.

FA-4 oil can only be packaged and sold as FA-4, and only after the licensing date.

Will customers like these new oils?

Oil marketers say CK-4 and FA-4 will both provide better performance and improve customer experiences.

Both oils really hold up well for longer periods of time due to the anti-oxidation features and that’s a benefit that will translate to any engine.

T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

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Cover Story

“I think one thing we’ve been very impressed with is how robust the oxidation stability of these new oils are,” Whitacre says. “We put a lot of emphasis on that in development. Both oils really hold up well for longer periods of time due to the anti-oxidation features and that’s a benefit that will translate to any engine.”

Both new oils have been lauded in field testing for years, and have helped manufacturers only further design the products for maximum satisfaction, says Cigala.

“To date, the tests results and feedback from customers and OEM partners have helped advance our progress and demonstrate how CK-4 and FA-4 formulations will be able to deliver enhanced performance over today’s CJ-4 diesel engine oils.”

How long before we do this again?

Ferrick says it’s hard to tell. “CJ-4 was around a long time,” he says. “But engines now have changed and evolved so much, other levels of protection may be needed.”

Even with the decision to move up the licensing date, some engine makers have indicated disappointment in the speed in which this category was developed. Ferrick says some of that can be attributed to the uniqueness of the dual category development, but says API will make expediency a top priority when any future categories are proposed.

And with additional rounds of EPA and NHTSA emission and fuel economy standards scheduled to be released through the next decade, it is possible OEMs will be calling for another category in just a few years.

Whitacre says the Heavy-Duty Engine Oil Classification Panel will be ready to go again whenever it is called upon.

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One important aspect of new category development is field testing. Oil marketers have millions of miles of test results on record that show how the oils perform within a heavy-duty diesel engine.

“I think our hope is they hang around for a while. It would serve us well to have a reasonable lifetime to this standard,” he says.

T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

But, he adds, “We’re realistic. As [Federal] regulations continue to get tighter and technology changes demands on engine oil are likely to become greater.”

By Lucas Deal, Editor lucasdeal@randallreilly.com

Service Bay

The

ABCs ofDEF Everything you need to know about diesel exhaust fluid

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Service Bay

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hen it was first introduced in 2010, diesel exhaust fluid was touted as a miracle cure. A secret ingredient. The answer to trucking’s multi-billion dollar emission question.

In the aftermarket it went from an unknown product to a must-stock item, and today the solution known as DEF can be found at distribution facilities, big box retailers and fueling stations nationwide.

Everyone carries it, nearly all aftertreatment systems require it and diesel particulate filters don’t stay clean for long without it.

But ask a driver or counterperson how it works and you’ll be surprised at some of the responses. Diesel exhaust fluid might be universal, but it’s hardly universally understood.

For aftermarket businesses who’d like to know more about the fluid they’re selling, the story of DEF begins with SCR.

What is DEF, and why is it needed?

Diesel exhaust fluid is a simple solution of 67.5 percent deionized water and 32.5 percent high-purity urea, and works with selective catalytic reduction (SCR) systems to reduce Nitrous Oxide (NOx) emissions from diesel engines.

The mixture was first introduced in the commercial trucking industry late last decade by engine manufacturers as a means to achieve — with SCR — the then-proposed U.S. Environmental Protection Agency (EPA) 2010 medium- and heavy-duty emission standards.

Cummins’ selective catalytic reduction (SCR) system works with DEF and a diesel particulate filter (DPF) to reduce emissions.

In a Q&A bulletin from that time, Cummins Filtration described the partnership between SCR and DEF as follows: “SCR is the aftertreatment technology that treats exhaust gas downstream of the engine. Small quantities of diesel exhaust fluid are injected into the exhaust upstream of a catalyst, where it vaporizes and decomposes to form ammonia and carbon dioxide. The ammonia [NH3] is the desired product which in conjunction to the SCR catalyst, converts the NOx to harmless nitrogen [N2] and water [H2O].”

“What you’re trying to do with DEF is alter the chemistry” within an aftertreatment system, says Allen Schaeffer, executive director at the Diesel Technology Forum. By inserting properly formulated

It’s all about maintaining a closed system.

You don’t know you have a problem until something shows up in the engine.

– Allen Schaeffer, executive director at the Diesel Technology Forum

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DEF into a closed SCR system at an optimal temperature, Shaeffer says NOx is quickly transformed, and results in emissions that are “as clean as or cleaner than the air going in” to an engine.

DEF is formulated at 32.5 percent urea to provide the fluid the lowest possible freeze point, and SCR systems are calibrated to 32.5 percent “so that optimum NOx will be reduced during operation,” Cummins says.

Similar to oil, DEF formulation and quality is monitored by the American Petroleum Institute (API).

Using a purity standard published by the International Organization for Standardization (ISO), API’s Diesel Exhaust Fluid (DEF) Certification Program is “intended to ensure that the diesel exhaust fluid used in SCR-equipped cars and trucks provides the purity required by diesel engine manufacturers and the quality to preserve the emissions control system and the environment.”

Every factory fill DEF in North America has been certified by API.

Service Bay

Selective catalytic reduction (SCR) system Exhaust gases leave engine

Reduced volume of emissions leaves tailpipe -PM and NOx near zero levels

Engine Particulates (PM) trapped in diesel particulate filter

DEF injected into exhaust

NOx reduction in SCR catalyst Image courtesy of the Diesel Technology Forum

Maintaining a DEF system Though today’s aftertreatment systems are among the most costly systems to for truck owners to maintain, very little of that expense is traced back to DEF issues.

“There are no maintenance requirements for DEF injectors themselves,”

says Dave Dunnuck, chief engineer – Global Platform and Product Development at Cummins Emission Solutions.

DEF tanks and injectors function within a closed system and are managed by sensors linked to the aftertreatment system and cab. The sensors trigger the injectors to dose the SCR system when

NICE TRY

needed and require no driver input.

But the lack of driver input doesn’t make the system impervious to failure.

Improperly mixed DEF and/or debris within a DEF tank can impact dosing rates and weaken the performance of the entire aftertreatment system, says Zachary Stogdill, equipment manager at

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Service Bay

PEAK Commercial and Industrial. Failed sensors do the same.

Cummins says its SCR systems recognize solutions other than DEF and when polluted trigger a cab indicator light to inform drivers. Unfortunately dust or microscopic particulate contamination can take longer to be identified.

“It’s all about maintaining a closed system,” Schaeffer says. “You don’t know you have a problem until something shows up in the engine.”

Dunnuck says Cummins’ aftertreatment system also has built-in filters between the DEF tank and SCR system but says the safest way to avoid contamination remains in the hands of vehicle operators. Because DEF is typically added during fueling stops — and used at a rate of 2 percent compared to diesel fuel — Dunnuck says Cummins advises all drivers to take the same anti-contamination precautions they do when refueling.

Additional cleaning intervals, either during preventive maintenance stops or independently, also are recommended.

“We have a lot of products in very dusty environments where the [contamination] risk is high,” says Dunnuck. “If you get enough debris in there over time,

Diesel exhaust fluid producers advise against consumers attempting to mix their own fluid. Improperly formulated DEF reduces SCR system productivity and increases system failures.

it can clog up a [DEF] filter just like it would a fuel system.”

This is an area where aftermarket service providers can capitalize. Adding DEF tank and aftertreatment system cleaning into PM stops takes just minutes, and provides customers unfamiliar with the technology valuable piece of mind.

DEF management Because it’s more than two-thirds water, Cummins says DEF does carry a minor risk of evaporation or freezing in extreme temperatures, particularly when in bulk storage containers. Dunnuck says the company recommends storing DEF

Diesel exhaust fluid is available at most fueling stations and is used at a rate of 2 percent compared to diesel fuel.

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T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

at 77˚F and out of direct sunlight. Testing has determined the fluid has a shelf life of more than six months when stored in extreme heat (95˚F). It also has a freeze point of 12˚F. Cummins says when the fluid’s formula is compromised it should be discarded. “If the urea concentration does become more or less than recommended over time, the DEF tank should be drained,” the company says.

DEF also poses minor risks outside of a tank.

Though the fluid is nontoxic, nonpolluting, nonhazardous and non-flammable, the urea portion is corrosive to copper, brass and other materials. Cummins recommends any washing or rinsing any corrosive surfaces that come in contact with DEF — including truck bodies and floor drains — to minimize these risks.

Dunnuck says Cummins uses corrosion-resistant materials such as high density polyethylene (HDPE) for its DEF tanks and hoses, and recommends all bulk distributors and end users do the same.

A common sense approach can go a long way, Schaeffer says.

“You can’t totally ignore [DEF] but it’s not something vehicle operators should have to worry about,” he says. “It’s a pretty simple system and it works quite well.”

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Marketplace

The Buzz The five hottest products as determined by readers of truckpartsandservice.com

New air disc brakes SAF-Holland has introduced two new air disc brakes, the P89 and P89 Plus.

The P89, the series’ base model, can be customized to suit specific fleet demands at a significantly lower price point than previous generation air disc brake systems, the company says. The P89 comes standard with a 3.5-in. diameter parallel spindle or an optional lightweight taper spindle configuration, which can reduce weight by 10 lbs. per axle and uses industry standard bearings and wheel seals to reduce maintenance costs. It is backed by a 5-year warranty.

The premium option, P89 Plus, comes standard with a 7-year maintenance-free bearing system that uses large 89 mm front and rear bearings, which are individually sealed and lubricated with long life grease, the company says.

All-position tire Michelin Americas Truck Tires has introduced the Michelin X Works Z, an all-position tire, for mixed on/off road applications that operate in demanding environments.

The Michelin X Works Z features a 50 percent wider protector ply and a thicker layer of cushion gum that provides extra protection and casing durability. The Michelin X Works Z also offers a five percent increase in removal mileage, and is backed by Michelin’s six-month worry-free road hazard guarantee, the company says.

Various technician tools Snap-on has released four new tools for use by technicians in service facilities.

Snap-on says the new products include a three-piece precision plier set, gasket knives, multiple five-piece wire insertion tool sets and an oil filter housing flip socket for automotive service.

The plier set is designed to minimize hand fatigue with an internal torsion spring that returns the pliers to the opening position, the company says. The gasket knives are designed to be useable in wet working conditions. The wire set is designed for work on RVs, trailers, aviation and marine equipment, remote starters and alarm systems, the company says. The flip socket works for 2011 to 2014 import and domestic light-duty vehicles.

Loose bearing program NTN, the parent company of BCA Bearings, has launched a comprehensive loose bearing program designed exclusively for aftermarket customers. The program supplements the newly launched BCA wheel hub and bearing line.

The main components of the new line are tapered roller bearings, ball bearings, heavy-duty mounted units, cylindrical roller bearings, and needle roller bearings.

Air disc brake pads AxleTech International has announced the introduction of a complete line of air disc brake pads.

AxleTech says its AT215 formula is developed for superior performance at higher axle ratings and more aggressive duty cycles commonly seen in the transit and vocational markets.

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T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

It was evaluated using a 28,800 lb. axle rating and 18.7 in. rolling radius.

Currently, the AT215 formula is approved or under evaluation at several transit authorities in North America, the company says.

Marketplace

PTO and hydraulic components Midwest Truck & Auto Parts’ World American has introduced more than a dozen PTO and hydraulic aftermarket part numbers.

The company says new parts include replacement PTOs, dump pumps, control valve kits and towers, tanks and hydraulic hose kits. The PTOs include options for 3-, 4-, and 5-ratio models, where the control valve kits work for dual air, single air and an 8 in. control tower, console PTO.

Drive-on platform lift Rotary Lift introduces V-REX, a vertical rise, drive-on platform lift designed for commercial vehicles and heavy-duty trucks.

According to Rotary Lift, V-REX is available in three heavyduty rated lifting capacities: 44,000 lbs., 64,000 lbs. and 80,000 lbs. V-REX also is available with five runway lengths, from 28 ft. to 48 ft. It can be installed surface-mounted, recessed or flush, the company says.

Combination lamp Truck-Lite has added the Model 60 stop/turn/tail and backup combination lamp to its 60 Series line.

Performing the functions of two lamps in one unit, the Model 60 is available in flange, surface or grommet mounts. Truck-Lite says the lamp also features hardwired connector options for thin depth applications, and a 4-postion LED Fit ‘N Forget AMP connector that eliminates a connection point on the vehicle harness.

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Marketplace

New tire line introduced Continental Tire the Americas, LLC, is launching a new line of commercial vehicle tires for 2016 branded AMERI*STEEL by General Tire.

The AMERI*STEEL S380A long-haul steer tire features a decoupler groove that extends tread life and offers consistent performance in over the road applications.

The AMERI*STEEL D460 long haul/regional drive tire that offers flexible, long lasting performance and reliability, the company says.

The regional tires in the line include the AMERI*STEEL S360 all-position design offering robust performance and competitive abrasion resistance, and the AMERI*STEEL D450 drive tire that delivers optimal traction for customers needing an open shoulder design, Continental says.

Off The Line Spotlighting a new OEM innovation

Seal clamps for rubber, silicone hoses Norma Group has launched production of the new Breeze Super-Seal clamp for fluid connections in high-pressure applications using rubber or silicone hoses.

Designed to meet OEM and aftermarket applications, the clamp features a highpressure dual-seal profile and provides a wide range of adjustability due to its worm-drive closure mechanism, the company says.

The clamp can be used on rubber or silicone hoses in diameters from 36 mm to 118 mm, the company says.

Retread drive tires

Peterbilt debuts new Model 520 Peterbilt Motors Company has expanded its refuse truck lineup with the new Model 520.

The new model features new seating configurations for route collection versatility, enhanced styling and availability of the Paccar MX-11 engine, the company says.

“Peterbilt has led the refuse industry for nearly 50 years through vehicle innovations that bring our customers new levels of performance, reliability and versatility,” says Darrin Siver,

28

Peterbilt general manager and Paccar vice president. “The Model 520 continues this strong tradition with new productivity and safety features. The dual-seated / dual-drive configuration allows customers to operate the vehicle from both sides of the cab for greater convenience and comfort.”

The Model 520 is available with up to 430 horsepower and 1,550 lb.-ft. of torque, and also can be powered by natural gas with both 9- and 11-liter engine options available.

T R U C K PA R T S & S E R V I C E | J u l y 2 0 1 6

Bridgestone Bandag introduces the DR 5.3 and DR 4.3 drive tire retreads.

The DR 5.3 closed-shoulder pattern for over-the-road applications and features a solid shoulder to facilitate long tread life and uniform wear; a lug pattern designed for stronger traction; stone rejecters to help prevent stone drilling; and a proprietary compound that contributes to durability and wear life, Bandag says.

The DR 4.3 open-shoulder pattern for a variety of demanding on- and mild off-road applications and features a wide center rib for added stability and even wear; an open shoulder that helps enhance evacuation and traction in adverse weather conditions, along with a strong grip for chains; and a proprietary compound that contributes to long even wear and durability, the company says.

Marketplace

Multiple sensors, former dealer only parts Dorman HD Solutions has added another group of former dealer only parts to its heavy-duty product line.

Among the new products are more than 45 ABS wheel speed sensors, exhaust backpressure sensors for a wide range of International trucks, a diesel particulate filter sensor that monitors exhaust pressure in

a DPF and works with Cummins engines, a Direct Fit EGR valve that controls and redirects exhaust flow for Navistar engines, and a Freightliner hood latch assembly.

Industrial jump starter Associated Equipment Corporation (AEC) has released the KS401 KwikStart Industrial Jump Starter.

According to AEC, the power unit includes extra-long 7 ft. field replaceable cables and can be set on the ground and easily reaches the battery in most vehicles. The 12-volt 22Ah sealed AGM Battery delivers 1700 peak amps and 360 CCA of cold crank power for even the harshest conditions, and the KS401 features a digital LED display with internal battery state of charge readings as well as a 12-volt power port and USB power port, AEC says.

Two heavy-duty alternators Prestolite Electric has introduced two families of Leece-Neville heavy-duty alternators.

The new IdlePro and IdlePro Extreme high-efficiency/high-output alternators feature exclusive technologies the company says help extend battery life and increase vehicle uptime by enhancing electrical system and engine performance.

Prestolite says each Leece-Neville IdlePro and IdlePro Extreme alternator also includes Prestolite Electric’s Isolated Ground Technology, which protects engines from potentially severe electrolytic damage caused by stray voltage.

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