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Registration Open For DTE | ATRO Expands Facilities

Technology’s future in trucking HOW CONNECTIVITY WILL CHANGE THE FACE OF VEHICLE MAINTENANCE

NOVEMBER 2017 |

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EPA trailer regulations face uncertain future 24

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Volume 53 | Number 11 | November 2017

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Cover Story

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Editorial

Editor: Lucas Deal Equipment Editor: Jason Cannon editorial@truckpartsandservice.com

Technology’s future in trucking

Design & Production

Art Director: Richard Street Advertising Production Manager: Kim Knight production@truckpartsandservice.com

Trucking Media

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Features 14 DOTY profile: Potter Webster Company 16 DOTY profile: Wofford Truck Parts 24 The uncertain future of EPA trailer regulations

Departments 1 2 6 10

Editorial Staff Editorials Industry Focus Tech Updates

28 35 36 36

Marketplace Classified Ads Product Spotlight Advertisers’ Index

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Editorial | Lucas Deal

The rational mind

By Lucas Deal, Editor lucasdeal@randallreilly.com

H

ow do you deal with bad news in your business?

An employee misses a project deadline, a customer comes in screaming because your counter person sent them home with the wrong part. Twice.

What do you do? How do you receive that information and what is your response?

If your answer is to get angry, Jeff Burns says that’s OK. It’s a natural emotional reaction.

The problem comes when that anger fuels your response. Being angry about bad news is one thing; being angry while addressing said news is a different disaster entirely.

Last month I had the good fortune of attending VIPAR Heavy Duty’s Annual Business Conference in Orlando. As many of you know I go to my fair share of conferences so I get the chance to hear a lot of business management experts and motivational speakers.

VIPAR had several of those speakers last month in the energetic Donald Cooper, the thoughtful Frank Morgan and movie Brad Pitt himself, Oakland Athletics’ executive Billy Beane.

But in addition to that great trio, the group also welcomed Burns, vice president and managing director at Grande Lakes Orlando, where the convention was being held. Burns is a longtime professional speaker in addition to his duties at the property, and thanks to his career in the hospitality industry, he’s uniquely

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qualified to speak on another vital aspect of leadership: resiliency.

Burns says you can read a lot of books and go to a lot of meetings to learn how to run a business, but when bad news falls in your lap, it’s how you react, not what you know, that has the largest impact on how that issue is resolved.

“Leadership is 20 percent the leadership role, and 80 percent is leadership presence,” he says.

You can’t let your problems impact what you do I agree with Burns wholeheartedly.

Think about your operation and your employees. Have you ever blown up on one of them? Why you did it doesn’t matter; only that it happened. How did they respond?

Maybe they cowered. Went into selfpreservation mode. Maybe they lashed out — to you, a colleague or a customer — in response. Maybe they slumped their shoulders, did what you asked, and then checked out mentally.

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One thing they likely didn’t do was eagerly and happily respond to your instruction, executing a rational strategy you provided them to deal with the issue at hand.

And that’s not their fault, because Burns says you likely didn’t give them one.

“When the amygdala kicks on, the cerebral cortex turns off,” says Burns, referring to the emotional and rational thinking sections of the mind. “When people ask, ‘What were they thinking?’ the answer is they likely weren’t [thinking]. At least not rationally.”

It’s why he preaches resilient leadership. Burns says leaders who allow emotions to impact their problem solving and decision making are crippling their businesses from the top down. Just like you don’t kick the dog when you’ve had a bad day, you can’t take your problems out on your employees, and you can’t let your problems impact what you do.

The buck must stop with you.

To Burns, resiliency isn’t eliminating or avoiding emotional responses, it’s accepting they are an aspect of life while developing (when thinking rationally, of course) a personal method you can use to withstand those moments without allowing them to damage your business.

It’s learning how to hit the mat, take a deep breath and get back up again.

Who knows, maybe you’re lucky and you’ve never had a bad day at work in your life. But for the rest of us, I think a little resiliency in our operations could go a long way.

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Editorial | MacKay & Company

Merry Christmas and Happy New Year

By John Blodgett MacKay & Company

I

t is actually the middle of October as I write this column and there hasn’t been a whiff of winter weather yet in Chicago, although it does seem like the Cubs have hibernated.

So why bring up the holidays?

Because they will soon be upon us and soon after that is the Heavy Duty Aftermarket Week (HDAW) in Las Vegas from Jan. 22-25, 2018. This is the preeminent conference on the heavyduty aftermarket in North America. It is run by a combination of associations whose primary focus is the heavy-duty aftermarket.

If you are a distributor of heavy-duty aftermarket parts and/or service and haven’t attended this conference in the past, I highly recommend you consider it this year. It is an excellent way to network with other distributors, get one-on-one time with suppliers and enjoy interesting and educational presentations. If you are a supplier, it is likely the best bang for the buck to get in front of the people who are on the front lines of the independent aftermarket.

The primary reason I am writing this column now is to start you thinking about what you want out of this conference. It seems that everyone is extremely busy these days, mainly because business is good, but if you don’t start outlining your goals for HDAW you risk leaving

Las Vegas wishing you had spent more time preparing for this conference.

If you don’t start outlining your goals for HDAW you risk leaving Las Vegas wishing you had spent more time preparing If you are a distributor, start laying out the topics you want to discuss with each individual supplier you want to meet with at the one-on-one meetings.

If you start that list now, you are not likely to forget to address the important items. Talk to your employees about their perspective on what needs to be addressed or brought up — they may have a different take.

Also think about what new suppliers it might make sense to meet with this year, if only to better educate yourself on possible new products or suppliers.

Finally, think about who from your organization you want to attend. There

are a lot of heads with gray hair and no hair at this conference (just the men) — not that there is anything wrong with that — but are there younger members on your team that would benefit from this conference? If so, get them signed up.

If you are a supplier, you probably have already started thinking about the key messages or themes you want to get across to current and potential distributors. If you haven’t started, get started, if you have started, start finalizing.

Determine what and who should be in your booth. Determine how you are going to differentiate your company from your peers and competitors. What are you going to discuss in your oneon-one meetings? Will the distributors you meet with be able to remember your message? Will there be anything new from what you told them last year?

Finally, a shameless plug. If you are planning to attend HDAW, get into town one day earlier and attend HDAD (Heavy Duty Aftermarket Dialogue) on Monday, Jan 22, 2018. It is a one-day conference sponsored by MacKay & Company and the Heavy Duty Manufacturers Association (HDMA) and it includes speakers and panels with distributor, dealer and fleet representatives discussing the pressing issues impacting the heavy-duty aftermarket. You can find more information at either organization’s website.

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

Dealer News Idealease has awarded 26 Idealease locations in the U.S. Canada and Mexico with the prestigious ONE Idealease Elite award, and 56 Idealease locations earned ONE Idealease status for 2017.

North East Truck and Trailer Sales has completed the development of its new facility in Truro, Nova Scotia, Canada.

La Crosse Truck Center is celebrating its 50-year anniversary in the truck business in 2017.

River States Truck & Trailer has been recognized on the Deloitte Wisconsin 75 list, which recognizes the largest 75 privately held businesses in the state of Wisconsin.

Alkane Truck Company has signed a Memorandum of Understanding with Harrison Truck Centers to become a certified assembler and authorized dealer of Alkane’s low-emission alternative fueled trucks.

Fyda Freightliner has invested in a new Freightliner Cascadia simulator.

Vanguard Truck Centers has added to its portfolio of locations with the acquisition of a Houston, Texasbased Volvo dealership.

Gray Manufacturing Files Patent Infringement Suit Registration Open For Third Distributor Training Expo GenNext and the Commercial Vehicle Solutions Network (CVSN) announce registration has opened for the 2018 Distributor Training Expo in Atlanta. Next year’s event will be held April 20-22, 2018, at the Hyatt Regency Downtown in Atlanta.

GenNext and CVSN say next year’s event will be similar to the 2016 and 2017 expos, with Gold and Silver sponsorships for suppliers determining the length of their training courses and time with attendees.

Distributor rates are all-inclusive at $495 per person. To sign up, go to https://miregistration.net/gncvsndist/.

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Gray Manufacturing Company has initiated a patent infringement lawsuit in the United States District Court for the Eastern District of Pennsylvania against Sefac USA Inc. (Sefac USA), a wholly owned subsidiary of Sefac S.A., a French corporation.

Gray is taking this action for SefacUSA’s infringement of multiple Gray patents, including: U.S. Patent No. RE41,544, U.S. Patent No. 7,014,012, U.S. Patent No. 9,352,944, and U.S. Patent No. 9,656,843.

In the lawsuit, Gray alleges the defendent, SefacUSA, is making, selling, offering to sell, using, and/or importing products that infringe Gray’s patents. Gray seeks, among other things, damages and injunctive relief preventing SefacUSA and its distributors from future conduct that may violate Gray’s numerous patents related to wireless lifting devices.

Industry Focus

New Training Program From Timken The Timken Company introduces the Timken Tech Series, an easy and free technical training service to help educate their distribution channel and end user customers.

Created by certified technicians and Timken engineers, Timken says the Tech Series focuses on light and commercial vehicle product training. Commercial

ATRO Expands Facilities ATRO Polyurethane Solutions has opened a new 18,000 sq.-ft. production expansion at its St. Clair, Mo., headquarters, as well as expanded distribution capabilities with a new east coast distribution center in Harrisburg, Pa. “The demand for ATRO polyurethane parts that outperform traditional OE rubber parts in heavy-duty vehicles is rapidly growing. As the industry leader, this important expansion increases ATRO’s ability to respond to that demand with speed and efficiency,” says Mark Sturmon, president and owner of ATRO Engineered Systems. “The additional space at our headquarters plus our new east coast distribution center increase both our production capacity and our distribution capabilities.”

Additives Company Purchases Supplemental Brands Bar’s Products has purchased Hy-Per Lube Corporation.

With the acquisition, Bar’s adds the proven Hy-Per Lube brand of highperformance additives to its already impressive family of brands.

Hy-Per Lube products complement the extensive Rislone automotive performance chemical catalog and the Bar’s Leaks stop-leak product line.

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vehicle courses cover tapered bearings, seals, lubricants and driveline center support bearings.

Timken says all training sections

encompass basic product overviews, removal and/or installation procedures, troubleshooting, FAQs, part nomenclature and a glossary of terms.

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Industry Focus

Bendix Continues Growth At Mexico Facility In response to prolonged growth at its Acuña, Mexico, manufacturing campus, Bendix Commercial Vehicle Systems has established the Acuña Logistics Center to help improve materials flow, inventory control, and cost savings.

Initially opened in mid-2016 with a significant expansion in January 2017, the logistics center is the fourth building on the expanding Acuña campus.

Bendix says the Acuña operation had previously relied on several satellite warehouses for receiving and distribution. With consolidation into a single center, the campus is better able to manage inventory and monitor incoming and

outgoing materials flow.

Comprising 109,000 sq.-ft., the center is located 1.5 miles from Bendix’s Acuña

Plant 1, and is staffed by 38 employees.

That number is expected to grow to meet increased need.

VIPAR, Power Heavy Duty Add Members

Potter Webster Opens New Washington Location Potter Webster Company has formally opened the doors at its new permanent location in Longview, Wash.

Potter Webster has operated a location in Longview for 35 years, and recently the management team invested $2.5 million into a new facility in the area, demonstrating a commitment to the local economy, their valued employees, and the customers they serve.

“The customers of Longview have been loyal to us. We thought it was the right time to establish permanent residency to continue to service the commercial vehicle market,” says Richard Calcagno, general manager of Potter Webster.

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Both VIPAR Heavy Duty and Power Heavy Duty added to their member ranks last month.

Mexican distributor Refacciones Generales Diésel Agrícola y Automotriz, S.A. de C.V. (RGDAYA) joined VIPAR Heavy Duty, while Rodriguez Distribution, Inc., of Newark, N.J., is the newest member of Power Heavy Duty.

Established in 1947, RGDAYA is currently among the top distributors in the heavy-duty aftermarket segment in Mexico.

“With its full coverage across Mexico, RGDAYA is a strategic addition to enhance VIPAR Heavy Duty’s footprint across the country,” says Jim Pennig, vice president of Business Development, VIPAR Heavy Duty.

Rodriguez Distribution started in 2008 and is a heavy- and light-duty distributor of aftermarket parts and components. The company also distributes chemicals and shop supplies.

Industry Focus

Global All-Makes Line From Meritor Meritor introduces Mach, a new global value brand for all-makes products.

“With a rise in the number of competitors selling products at various price points and quality levels, Meritor’s Mach brand will offer a wide range of replacement part options at affordable prices

that are validated by our engineers,” says Rob Speed, president, Aftermarket & Trailer at Meritor. “Although the Meritor, Meritor WABCO and Euclid brands will continue to offer the highest durability and lowest total cost of ownership, endusers looking for lower price points from

a proven Tier 1 supplier will be able to count on Mach-branded products.”

Meritor says Mach-branded products include an assortment of suspension, steering, brake and drivetrain components that will be available initially in North America before the end of 2017.

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

Jan. 22 Jan. 22-25 March 5-8 March 6-9 March 22-24

Heavy Duty Aftermarket Dialogue, Las Vegas Heavy Duty Aftermarket Week (HDAW), Las Vegas Technology & Maintenance Council (TMC) Annual Meeting, Atlanta The Work Truck Show, Indianapolis Mid America Trucking Show, Louisville

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Industry Focus

Manufactured Again Program Continues To Grow The Remanufacturing Association has added seven more companies to its new Manufactured Again Certification program.

The program, which began accepting applications earlier this year, has experienced rapid adoption, MERA says, with 21 companies representing 50

remanufacturing facilities worldwide licensed under the program.

The seven new companies to join the program, also known as program ambassadors, are: Arnott Industries; BBB Industries; Brake Parts, Inc.; Cummins; Detroit Reman; DIPACO/DTech; Haldex Brake Products.

People In The News E-ZOIL has hired Paul Conibear as its newest regional sales manager.

Bridgestone Americas, Inc. has named Damien Harmon president of Conibear GCR Tires & Service.

Pressure Systems International has promoted Jim Sharkey to vice president, Global Sales & Marketing.

Jeremy Johnson has Sharkey joined HDA Truck Pride as vice president, Finance and Information Systems.

Yokohama Tire Corporation announces Andrew Briggs has been promoted to the newly created position of vice president of marketing and product management.

Tidewater Fleet Supply has hired Roderick Hogan as chief financial officer.

Fontaine Fifth Wheel has named Buck Buchanan as its newest president. The company also named Mike Randolph as vice president, sales and marketing, North America; Aaron Puckett as vice president, regional sales; and Paige Petroni as vice president, aftermarket sales.

Jeff Eudy has joined BEPCO, Inc., as vice president of Business Development. Åke Bengtsson, acting president and CEO at Haldex since March, has been appointed permanent president and CEO by the company’s board of directors.

Gerry Mead has joined Phillips Industries as executive director of innovation.

Famous Rhodes has joined Work Truck Solutions’ board of directors.

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Tech Updates

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

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Corp. Micro Bird, Inc., is recalling certain 2016 G5 school buses, equipped with CE White QS11 Series Convertible School Bus Seats. These seats were manufactured with integral D-Ring mounting studs that may have inadequate padding between the occupant and the D-ring mounting stud. In the event of a rear end collision, the seat occupant’s head may contact the D-ring mounting stud, increasing the risk of injury.

Daimler Trucks North America (DTNA) is recalling certain 2014-2018 Thomas Built Buses SafT-Liner HDX and Saf-T-Liner C2 school buses. A reinforcement bracket may be missing from the seats that have three-point seat belts. Without the reinforcement bracket, the seat may not be adequately secured, increasing the risk of injury in a crash.

DTNA is recalling certain 2013-2018 Western Star 4700 trucks. The battery cable may contact the all wheel drive axle yoke. Battery cable contact with the axle yoke may cause the cable to chafe and short, increasing the risk of a fire.

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DTNA is recalling certain 2017-2018 Freightliner Cascadia vehicles. The upper steering pinch bolt may not have been properly tightened, possibly causing a loss of mechanical connection between the steering wheel and front wheels. A loss of steering control increases the risk of a crash.

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Daimler Vans USA (DVUSA) is recalling certain 2016 Mercedes-Benz Sprinter 2500/3500 vehicles. The affected vehicles were manufactured without a driveshaft catch strap, allowing a loose driveshaft to strike the fuel tank. A loose driveshaft may strike and puncture the gas tank, resulting in a fuel leak, increasing the risk of a fire.

DVUSA is recalling certain model year 20152017 Mercedes-Benz Metris vans. These vehicles have electrical power steering control units with improperly welded contact pins. The improperly welded pins may lose contact, deactivating the power steering assist and increasing the risk of a crash.

Ford Motor Company is recalling certain 2017 Ford F-150, F-250, F-350, F-450, and F-550 trucks with manually-adjusted front passenger seats. The seat belt anchor may not be adequately welded to the seat cushion frame. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle

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Safety Standard (FMVSS) number 210, “Seat Belt Assembly Anchorages,” and 207, “Seating Systems.” The seat belt buckle weld may fail, preventing the occupants from being properly restrained in the event of a crash, increasing the risk of injury.

Ford Motor Company is recalling certain 20152017 Ford F-150, and 2017 F-250, F-350, F-450, and F-550 Super Duty trucks. The doors on these vehicles may have a bent or kinked actuation cable or the door latches may freeze after water gets into the latch. Either condition can result in the doors opening while driving although they appear to be closed. A door that opens while driving can increase the risk of injury.

Forest River, Inc., is recalling certain 20132014 Coachmen Freedom Express recreational trailers. The frames on these vehicles may not have had reinforcement stiffeners welded onto the exterior I-Beam in the axle area, allowing the axles to be misaligned. Misaligned axles can affect vehicle handling, increasing the risk of a crash.

Great Dane Trailers is recalling certain 2018 Everest trailers manufactured with MPA/MTA suspensions equipped with Meritor EX225 brakes.

The brake caliper bolts on these axles may not be properly torqued which can allow the caliper to detach from the mounting flange. If the caliper bolts are improperly torqued and the caliper detaches from the mounting flange, a loss of braking ability would occur, increasing the risk of a crash.

Hino Motor Sales is recalling certain 2011-2012 NE8J, NJ8J, and NV8J trucks. The engines have a wrist pin bushings in the connecting rods that may shift and cause excessive cylinder wear. Excessive wear of the cylinders can result in engine failure, increasing the risk of a crash.

Navistar is recalling certain 2016 International DuraStar, LoneStar, ProStar, TerraStar, TranStar, WorkStar, 9900i, and IC Bus HC vehicles equipped with certain Spicer D or E series steer axles. The castellated nut on the steer axles may not be properly torqued, allowing the tie rod to loosen.

If the tie rod loosens, it may disconnect from the steering knuckle, causing a complete loss of steering, increasing the risk of a crash.

Navistar is recalling certain 2016 IC Bus CE school buses equipped with certain Spicer D or

Tech Updates E series steer axles. The castellated nut on the steer axles may not be properly torqued, allowing the tie rod to loosen. If the tie rod loosens, it may disconnect from the steering knuckle, causing a complete loss of steering, increasing the risk of a crash.

Navistar is recalling certain 2018-2019 IC Bus CE school buses. The hydraulic brake hose on the steer axle may be improperly routed and, as a result, the brake hose may contact the tire.

Contact with the tire may cause the hose to leak brake fluid, affecting braking performance and increasing the risk of a crash.

Paccar is recalling certain 2016 Peterbilt 220, 320, 325, 330, 337, 348, 365, 367, 382, 384, 386, 389, 389G, 567, 579 and 587 trucks and Kenworth K170, T170, T270, T370, T440, T470,T660, T680, T800, T880, and W900 trucks equipped with certain Spicer D or E series steer axles. The castellated nut on the steer axles may not be properly torqued, allowing the tie rod to loosen. If the tie rod loosens, it may disconnect from the steering knuckle, causing a complete loss of steering and increasing the risk of a crash.

Paccar is recalling certain 2009-2010 Peterbilt 210 and 220 trucks; 2012-2018 Peterbilt 210, 220, 330 and 337 trucks; and 2010-2018 Kenworth K270 and K370 trucks. These LFNA trucks have a front axle sway bar link that may come loose on the frame rail end and fall into the path of the drag link, possibly binding the steering system.

If the sway bar link detaches and falls into the drag link, it may impact the ability of the vehicle to steer properly, increasing the risk of a crash.

Polar Tank Trailer is recalling certain 2018 SRJ7 trailers manufactured with Meritor MTA/MTP trailer suspensions. The brake caliper bolts on these axles may not be properly torqued which can allow the caliper to detach from the mounting flange. If the caliper bolts are improperly torqued and the caliper detaches from the mounting flange, a loss of braking ability would occur, increasing the risk of a crash.

Trail King is recalling certain 2013-2018 Flatbed Trailers, model numbers TK20, TKT20, TK24, TKT24, and TK32. The axles on these vehicles may have been installed incorrectly, reducing the braking ability of the electric brakes. The brakes may not be able to be applied to full strength, increasing the risk of a crash.

Trail King Industries, Inc., is recalling certain 2018 Fifth Wheel Live Bottom trailers, model OLB844NG-HH, manufactured with MPA/MTA suspensions equipped with Meritor EX225 brakes. The brake caliper bolts on these axles may not be properly torqued which can allow the caliper to detach from the mounting flange.

If the caliper bolts are improperly torqued and the caliper detaches from the mounting flange, a loss of braking ability would occur, increasing the risk of a crash.

Volvo Bus Corporation is recalling certain 20172018 Prevost 9700 transit buses. The buses may not react when the accelerator pedal is pushed. If the vehicle does not accelerate when commanded, there would be an increased risk of a crash.

Wabash National Corporation is recalling certain 2012-2013 converter dolly trailers. The affected trailers have fasteners connecting the counter weight tube to the body that may wear and/or loosen over time allowing the detachment of the counterweight tube from the converter dolly body while in motion. Detachment of the counter weight while the dolly is in motion can increase the risk of a crash.

Visit the new MeritorPartsXpress.com for the fastest access to parts ordering and information on all Meritor® brands, including more than 100,000 parts with exact specs and competitive cross-references. Access 360° parts images and line drawings. Plus mobile voice to text search. Now that’s Xceptional! Run with Innovation. Run With The Bull.

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By Lucas Deal, Editor lucasdeal@randallreilly.com

Potter Webster Company

T

here’s no question off limits for customers at Potter Webster Company. Whether it be inquiring about a product line, requesting a new service or fulfilling an underserved niche, Potter Webster says questions mean engagement, and engagement means opportunity.

And no one seizes opportunities like Potter Webster.

“We look at our stores as one-stop shops for our customers, so we’re always on the lookout for new things we can bring in for them,” says Vice President and General Manager Rich Calcagno. “That’s how we’ve grown in the past, and it’s how we want to continue to grow [in the future].”

Over nearly eight decades in business Potter Webster has grown in many ways, each time at the behest or for the benefit of its customers, says President and CEO Dennis Webster.

From its humble beginnings selling fenders, brakes and electrical parts for the Model T to its current position as one of the Pacific Northwest’s most diversified independent distributors, Potter Webster takes pride in being a business customers can come to and rely on. The commercial trucking market is evolving every day, and Calcagno says Potter Webster wants to position itself as experts to help their customers respond to any change.

It’s why the business is so appreciative of customer inquiries, he says.

“When they come to us and say, ‘Hey do you think you can

Potter Webster Company at a glance

Source: Google Maps, Potter Webster Company

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Potter Webster Company has more than 75 years of experience serving the aftermarket in Oregon and southern Washington.

do this?’ that’s great for us. That’s how we know they value what we do.”

A quick look at Potter Webster’s line card reveals what they do is nearly everything.

The distributor stocks a full line of medium- and heavyduty parts, assorted light-duty lines and trailer parts from ATV haulers to off-road equipment. That parts inventory is supplemented by an enormous service and machine shop that rebuilds and remanufacturers drivelines, hydraulics, brakes and fan clutches, produces custom build cables, axle assemblies and U-bolt bending, as well as conventional drive-in service from its MacKay Truck Trailer and RV facility.

“A lot of the other companies around us dabble in one or two of those areas and specialize just in that. We have experts in all of those areas,” Calcagno says.

That expertise is built meticulously, through both training and acquisition. Calcagno says Potter Webster holds supplier training courses for customers and employees on a near weekly basis, and adds “every time we find something new for the business we bring in the manufacturer to train on it.”

In cases where capitalizing on a new opportunity requires more than a few hours training, Potter Webster expands.

Calcagno mentions several of the company’s service divisions as past acquisitions strategically made to allow the company to enter a new market while maintaining its high standards for customer satisfaction and industry expertise.

And in earning the company’s third Truck Parts & Service Distributor of the Year finalist nomination this year, Webster says it’s clear that focus on customer satisfaction is well placed.

“We like to say we’re ‘locally owned but nationally known,’” he says. “It’s a great honor to be recognized for what we do.”

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By Lucas Deal, Editor lucasdeal@randallreilly.com

Wofford Truck Parts

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offord Truck Parts was built on customer satisfaction.

From its early beginnings delivering nearly inaccessible parts to customers in need to its current position operating one of the largest aftermarket warehouses in Texas, the El Paso-based distributor has earned its reputation as a distributor to rely on.

It is thanks to that reputation, and the company’s commitment to making it a reality, that has allowed Wofford Truck Parts to greatly expand its business over the last decade and this year earn its first nomination for the Truck Parts & Service Distributor of the Year award.

“We’ve always said, that’s the one thing we can do to distinguish ourselves. We can give good customer service every time,” says Owner Wesley Wofford. “We don’t ever let a single customer slip through the cracks. We always try to provide them that individual attention.”

The latter point has been a priority since before Wofford Truck Parts formally existed. Wesley’s father Paul started the business that would grow into Wofford Truck Parts as a solo parts distributor in 1984. Having previously worked in the dealer space, Wofford was aware of a large market of fleets and service locations across the Rio Grande in Mexico that struggled to access engine components to repair their U.S.-built trucks.

Wofford quickly built relationships with these customers and local truck dealers and started a business an intermediary,

Wofford Truck Parts at a glance

Source: Google Maps, Wofford Truck Parts

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Wofford Truck Parts is in expansion mode, adding locations in New Mexico and Texas in recent years.

purchasing products in the U.S. and driving them directly to his customers across the river. By 1986, the business had grown large enough to require a warehouse in El Paso, and the following year Wofford hired his first employee to help supplement a flourishing customer base.

“Between the two of them they were able travel more and more and really build the business up in and around El Paso,” Wesley Wofford says.

That flexibility proved essential, as OEMs and component suppliers began trickling into the Mexican market a few years later. After selling almost 95 percent to Mexican customers in its early years, Wofford Truck Parts’ customer base is more than 90 percent U.S.-based today.

But that flip in market segmentation hasn’t slowed the company’s development. Thanks to its emphasis on customer satisfaction, Wofford Truck Parts continues to grow.

It added two locations (Carlsbad, N.M., Pecos, Texas) earlier this decade, and Wesley Wofford says each store is geared around customer education, with useful point-of-purchase displays and product training materials throughout. Additionally, he says the company’s veteran and bilingual sales staff has decades of experience solving customers’ problems.

Then there’s the training events. Every two months Wofford Truck Parts rents out an auditorium at a local technical school and welcomes customers and the school’s students to join in a training event with an industry supplier.

Together, Wesley Wofford says these initiatives have allowed the company to earn a sizeable and loyal customer base. One that he hopes will only continue to grow.

“We have been very patient and have worked to get to this point,” he says. “We hope our customers see that, and see how much we care.”

By Jason Cannon, Equipment Editor JasonCannon@randallreilly.com

Cover Story

Technology’s future in trucking How connectivity will change the face of vehicle maintenance

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utonomy is a big word in the future of trucking discussion, but a bigger word looms over the industry as the shift toward driverless vehicles takes place: connectivity.

Connectivity will be a key component in how the truck tells the world around it of its needs and where it’s going, and will play a role in shifting the parts distribution and maintenance networks.

“Connected truck means a truck connected to the world outside,” says Sandeep Kar, chief strategy officer at Fleet Complete, a global commercial vehicle telematics and Internet of Things firm. Additionally, Kar says a truck will never be fully able to drive itself without the ability to connect and communicate

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with its environment.

Two of the most prominent current trends in trucking are the electrification of the truck and the connected truck. Kar says each will have an impact on autonomy, adding powertrain electrification and autonomy are mutually independent but will have overlap areas where they will converge in the future.

“If we’re stuck in a fossil fuel world in the next decade, we’ll continue to see great advances in the connected truck,” adds Drivewyze Chief Operating Officer Leo Jolicoeur. “The industry is not waiting.”

Connected to the outside world Today’s driver information displays offer an array of helpful information to the

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driver while remote diagnostics help funnel vehicle health reports to a maintenance provider.

However, Kar says drivers and repair shops of the future will be only a small part of the truck’s communication loop.

“The world outside needs to know what is the status of the battery … The battery needs to know where is the nearest charging station, or how can it increase its range,” he says. “That is what some of the connected technology would help is that ensuring that the battery and the powertrain systems are in optimal shape and form.”

Such a leap in communication would be a shift from what is currently being shared.

Cover Story

Service providers with the technology to monitor customer vehicles and assist in maintenance may have a leg up in the marketplace.

“I think we’re at a stage right now where it’s about communicating between trucks, truck drivers and state infrastructure on safety information,” he says.

Drivewize is currently deploying in Beta-form a project that gathers information from all states about their highcrash locations and high-crash zones with that information being relayed to drivers as they approach those locations — Drivewize’s push toward the truck being able to talk to its surroundings.

When a truck can communicate with the world around it, Kar says the environment will help drive vehicle optimization.

For example, if a prognostic maintenance platform indicates an imminent

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breakdown, that truck could be priorirest of the truck is like a dead zone.” tized to avoid extended downtime.

The future, Kar says, is making every “All those prognostic characteristics system in the truck smarter. will be captured by connected truck “If a system becomes smart, all of technologies,” Kar says. “If it’s an electric these systems can fall under prognosvehicle, it might get preferential lane tics, which would bring downtime to treatment, for example, or a preferential minimal,” he says. “Systems are already parking spot or preferin place. What you ential lanes … What’s need is to make them going to make those smarter. How you decisions in the future make them smarter will be the connected is to add electronic truck and technology.” interfaces to enable Prognostic capacommunication of the bilities still have hills vehicle itself with the to climb. Currently, world outside.”

Kar says the issue with Adding more prognostics is that sensors on a truck there are only two already rich with them smart systems on the won’t be popular with truck that provide drivers and technithe ability to predict cians already weary of – Sandeep Kar, chief strategy officer failure: tire pressure dashboard indicators, at Fleet Complete monitoring (TPMS) or with aftermarket and engine control modules (ECM). providers who already struggle to capture “[TPMS] can tell you if a tire is not OEM-native information. running at optimal pressure and it may But Kar says the next generation of rupture or lose further pressure,” he sensors won’t simply indicate a problem. says. “The engine ECM can tell you a lot They will help the truck determine its about an engine’s future. Pretty much the own course of corrective action.

If a system becomes smart, all of these systems can fall under prognostics, which would bring downtime to minimal.

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Cover Story

“That’s why the whole idea is to add electronic sensors and smart devices to these systems. It’s not just about adding a microchip so the system can talk,” he says. “It’s about offering information and data to other systems in the vehicle, which can aggregate it so a decision can be made by the vehicle itself without requiring human input.”

“What we’re seeing is not necessarily a revolution, but an evolution in the deployment of really wonderful safetybased and productivity-based solutions into trucking,” Jolicoeur adds.

The future of maintenance Onboard diagnostics and vehicle systems are already so complex that newer model trucks are difficult to service outside of a dealership, and Kar says that will only continue to develop in the years ahead.

“That is a trend that is driving more dealership revenues already,” he says.

“That is why OEMs are pushing prognostics so much. They want to divert that [repair] traffic towards dealership.”

The push to keep all service and repair work away from the independent aftermarket, Kar says, will only heighten as trucking inches closer to driverless trucks. In the event of an accident, who assumes the liability of a truck that doesn’t have a human is muddled, but Kar says he expects that picture to become clearer and ultimately benefit the OEM. He believes OEMs will assume some of the liability of their autonomous trucks, but will mandate they be serviced and maintained only by an authorized dealer.

“If not, [they] will not stand by that liability coverage because you have compromised the truck by using an independent repair facility,” he says. “That could be another way for the OEM to generate income.”

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Immediate diagnosis of vehicle issues allows service providers to begin procuring parts and preparing for service when a bay is available.

Fuel of the future Arguably, the only trucking subject more hotly debated than autonomy is the electric powertrain’s place in the years ahead. Connected trucks of the future will almost certainly be powered by one or a combination of options, including diesel, electric, hybrid or fuel cell.

“Hybrid is a bridge to 100 percent electrification,” Kar says, noting hybrid technologies provide production scale for batteries which reduce their costs overall. “Maturity of electrics will come even faster. The more hybrid vehicles on the road, the faster battery costs come down.”

It’s difficult to predict the preferred fuel of the future but Kar says as green energy momentum mounts, hydrogen will become a major player.

“Electric technologies are made through a very carbon-intensive process,” he says. “Of all the technologies, hydrogen seems to be the most powerful yet most challenging.”

The lack of a commercial hydrogen infrastructure will be a major hurdle to clear, but recent developments by Toyota and the continued work of Nikola Motor Company on its fuel cell Class 8 truck have given the fuel some momentum.

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“Why hybrid is moving forward faster than electrification,” Kar says, “is that it doesn’t need any additional infrastructure.”

While the passenger car industry tends to be used as a benchmark for where trucking is headed, Jolicoeur says the sophisticated communications used in the aviation industry — systems that allow tens of thousands of airplanes per day to relay their location and equipment status in real-time back to a centralized location with minimal human input — mirrors what is on the cusp of happening in trucking.

“I see the [trucking] infrastructure headed in a similar direction,” he says.

“Whether a truck is an electric truck or fossil fueled, we’re going to build out that infrastructure to ensure real-time communication with all vehicles on the road and use that real-time infrastructure for safety, mobility, productivity and a number of other types of applications.”

The future of mobility and infrastructure Low fuel costs have stolen some of vehicle platooning’s thunder recently, but Kar expects that to heat up in the immediate future. He expects platooning — the first

Cover Story

wave autonomous trucking — to take root within the next six to 12 months.

“This technology is going to be used very soon,” he says. “Everything is lined up.”

The Federal Highway Administration oversaw a series of three-truck platoon tests near Centreville, Va., this fall and coordinated a successful two-truck platoon test in Texas last summer. A partisan bill that would allow trucks using autonomous technologies to shorten their following distance to enter into truck platoons was recommended for passage by the Iowa State House earlier this year, but hasn’t yet been enacted.

In September, U.S. Department of Transportation Secretary Elaine L. Chao introduced the department’s “A Vision for Safety” initiative, which replaces the Federal Automated Vehicle Policy released in 2016.

This updated policy offers a path forward for the safe deployment of automated vehicles by encouraging new entrants and ideas that deliver safer vehicles; expediting regulatory processes to help match the pace of private sector innovation; and supporting industry

Future trucking technology will not only impact maintenance. Increasingly, truckers will be able to handle all aspects of their jobs using their SmartPhones.

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Every North American truck OEM now offers complete vehicle diagnostic programs for fleets to maintain and proactively service their trucks.

innovation and encouraging open communication with the public and with stakeholders.

Digitization and ‘the next big thing’ Electric mobility and connected trucks may be the two most prominent futuristic trends, but Kar says they fall short of “the next big thing.”

“The next big thing is what governs the most fundamental relationship between shippers and carriers: the trade transaction,” he says. “Autonomy, [and] electric mobility prognostics is downstream. The upstream transaction between shipper and carrier sets everything else into motion, including purchase of vehicle and that is about to get completely revolutionized by Uber for truck and those kinds of technologies that are already here. Basically, it’s the way to connect the freight with the vehicle. It’s going to change [utilization] in the coming years.”

Freight on-demand, Kar adds, could also change the landscape of the highway.

“We may be staring at a future where vehicles are far better utilized and optimized, in which case we might not need so many trucks,” he says.

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The shift to a modern load-matching format, Kar adds, is a migration away from inefficient analog process.

“We’re talking about digitization,” he says. “This whole Uber for truck is nothing but a digital freight broker. Prognostics is nothing but digital healthiness and well-being of a truck through predictive analytics. Autonomous driving is nothing but digitization of communication between trucks and infrastructure through digital means. Electromobility also by-and-large relies on digitization. And digitization is nothing but telematics.”

In the more near term, Jolicoeur doubts app-based load matching services will dent the traditional relationship between carrier, broker and shipper. To the contrary, using the real estate industry as a model, he believes it will make the entire process more productive.

“Years ago, a lot of companies started up in the real estate industry with the intent of replacing the broker, replacing the multiple listing service, with a direct connection between buyer and seller,” he says. “That still hasn’t happened yet.

The broker, in the case of the real estate market, performs a very valuable service.

And I think that is the case within the truck/shipping marketplace.”

By Lucas Deal, Editor lucasdeal@randallreilly.com

Sales & Marketing

An uncertain

future A fourth-quarter postponement to EPA trailer regulations leaves market unsure of next step

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he trailer market was thrown upside down late last month when a Federal appeals court paused implementation to the Environmental Protection Agency (EPA) and National Highway Transportation Safety Administration’s (NHTSA) joint ‘Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles – Phase 2’ regarding commercial trailers.

Composed earlier this decade and published as a Final Rule in October

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2016, the EPA’s Phase 2 program was built to expand and intensify regulations implemented on engines and tractors by Phase 1 — with additional regulations for the previously untouched trailer industry.

Those regulations, scheduled to go into effect on January 1, 2018, are now on hold as the EPA works to reevaluate its trailer provisions and determine if any of its previously written rules will eventually reach the trucking industry.

For the aftermarket, last month’s news

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could be a substantial victory.

In its Final Rule, the EPA and NHTSA wrote the “Phase 2 program will include technology-advancing standards that substantially reduce GHG emissions and fuel consumption, resulting in an ambitious, yet achievable program that will allow manufacturers to meet standards over time through a mix of different technologies at reasonable cost.”

To reach those milestones in the trailer market, Phase 2 was written to eliminate customer choice and require the

Sales & Marketing

Trailer side skirts were set to be required under the EPA’s Phase 2 regulations, which were postponed by a Federal court of appeals on Oct. 27, 2017.

factory installation of aerodynamic and fuel efficient products on all new trailers.

Had it moved forward as planned, Phase 2’s implementation would have signaled the beginning of the end for the retrofit trailer technology market.

But October’s stay of execution from the U.S. Court of Appeals does not eliminate Phase 2’s threat to the aftermarket.

For aftermarket businesses selling these products, the future remains uncertain.

For the EPA to reinstitute its ruling, it will need to prove it has the authority

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to regulate trailers under the Clean Air The long-term future for Phase 2’s Act. The Truck Trailer Manufacturers trailer regulations are now unknown.

Association (TTMA) questioned that The EPA announced it will hold public authority in filing a lawsuit against Phase meetings to discuss its trailer regulations 2 nearly a year ago. That action was and consider updates, but the extent followed last month by another TTMA to which it will fight the Federal court appeal to delay the ruling is not clear.

January start date, citRegulatory rollbacks ing the EPA’s response in other industries — to TTMA’s request that both by Federal courts further rule making is and the EPA itself — needed. have created an air “The Clean Air Act of uncertainty in the grants authority to the trailer marketplace.

EPA to regulate motor If Phase 2 returns in vehicles — specifically, any capacity, it’s likely ‘self-propelled’ vehito be altered from its cles,” TTMA said in its initial version. Until petition. “Trailers are last month, Phase 2’s neither motorized nor requirements fell into self-propelled. Trailers two main groups. move a tremendous For long box trailamount of goods in ers (50 ft. or longer) – Truck Trailer Manufacturers interstate commerce. If such as dry vans and Association (TTMA) Congress had intended reefers, manufacturfor EPA to regulate trailers, it would have ers were required to install trailer side included trailers in the definition of a skirts, low-rolling resistance tires and motor vehicle when it enacted the CAA.” tire pressure monitoring or automatic In announcing its stay of the regulatire inflation systems on all new units. tions last month, the D.C. Court of ApPhase 2 did not require the use of any peals wrote the TTMA’s request satisfied specific brand for these categories — in the requirements for a stay. its Final Rule the EPA writes more than

If Congress had intended for EPA to regulate trailers, it would have included trailers in the definition of a motor vehicle when it enacted the CAA.

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Sales & Marketing

Low-rolling resistance tires and tire monitoring or inflation systems were going to be required on flatbed, container and tanker trailers, under the Phase 2 rule.

70 aerodynamic technologies verified by the SmartWay program are eligible for use — only that one product for each category must be used, and that the combination of the three systems net a 3 to 8 percent reduction in fuel consumption and CO2 emissions, depending on the type of trailer.

Before October’s stay was announced, box trailer manufacturers were working diligently to acquire the necessary products to fulfill the regulations.

“We’re going to have a long list of spec’ing options,” Stoughton Vice President of Sales Dave Giesen said before the regulations were paused. “As long as what the customer wants has been EPA authorized and is on that [approved technologies] list, it will generally be OK.” For other trailer types, the scheduled regulations were less restrictive — some lower-volume types were exempt from the proposed rules — but were harder to achieve.

“The final program excludes all nonbox trailer types except for three specific types that we believe are designed for and mostly used in on-road applications. These types are tanks, flatbeds, and container chassis,” the EPA wrote in its 2016 Final Rule. With these trailers, the EPA said Phase 2 would require

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only low-rolling resistance tires and tire pressure monitoring or automatic tire inflation systems.

It was that tire obligation that was proving most difficult for trailer OEMs in preparing for Phase 2, East President and COO Dave dePoincy said before October’s pause.

“Tires are often very specific for certain types of equipment and many of the low-rolling resistance tires out there today aren’t designed for these types of trailers,” he said. “They work for those other segments [dry van and reefer] that are meeting those long-haul requirements.”

As a small manufacturer with less than 1,000 employees under Phase 2’s guidelines, dePoincy said East had an additional year to work with its tire suppliers to develop tires that would allow the company to meet Phase 2’s benchmarks. But for larger manufacturers, Phase 2’s upcoming implementation date

was looming as potentially impossible target to hit.

That preparation struggle, and further questions regarding the usefulness of Phase 2’s regulations, were also targets for TTMA in fighting the proposed regulations.

The organization has long supported EPA’s SmartWay program, and said its members offer a wide selection of SmartWay-approved systems to their customers. But in making such technology required, the EPA was forcing equipment onto trailers that not only would not see the air quality and benefits, but also could result in raising emissions, TTMA said.

“There is already a compelling incentive for the owners and operators of heavy trailers to add this equipment where these benefits can be achieved,” TTMA said. “But most trailers are operated in such a way as to get little or no benefit from these design changes, and

We intend to initiate a rulemaking process that incorporates the latest technical data and is wholly consistent with our authority under the Clean Air Act.

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– Scott Pruitt, EPA Administrator

Sales & Marketing these are the trailers that the new [Phase 2] rules would affect.”

The organization also added, “Trailers used in short haul and local delivery operations travel mostly at lower speeds and would gain no benefit from EPA’s mandated equipment. In fact, the added weight of the EPA mandated equipment will decrease fuel efficiency in these operations.”

The near last-minute appeals court decision also has impacted the supply chain for these technologies. Customer interest in Phase 2’s required products are strong in the dry van and reefer markets — with adoption rates at or surpassing 50 percent for some products — but having purchased inventory to install them on all units, it’s likely trailer manufacturers will require several months to use the products they now have on hand.

Before the pause was announced Giesen said most long box trailer customers were accepting of the new rule because the upfront cost was minimal.

He said Stoughton had offered to move customers’ Q1 builds into Q4 ahead of the regulation, but that while “everyone appreciated that we asked, no one really took us up on it.”

No longer beholden to a Federal rule, there’s no telling if those opinions will change.

There’s also the question of part two of Phase 2. January’s trailer regulations were to be the foundation for a series of additional trailer regulations to be implemented over the next decade.

“The standards increase in stringency in model years 2021 and 2024, with final standards in model year 2027,” the EPA wrote last year in its Final Rule. “The fully phased-in trailer standards achieve up to 9 percent lower CO2 emissions and fuel consumption compared to an average model year 2017 trailer.”

There’s now no guarantee that any aspect of Phase 2 will see the light of day.

The EPA’s response to October’s court decision was minimal, and EPA Administrator Scott Pruitt hinted back in August in response to TTMA’s lawsuit that Phase 2’s trailer regulations were on thin ice.

“We intend to initiate a rulemaking process that incorporates the latest technical data and is wholly consistent with our authority under the Clean Air Act,” he said.

Quality Reliability Service The Firestone brand is internationally known and respected.

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Marketplace

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

Long-life hub system Accuride Corporation introduces ROLLiant hub system from KIC. Accuride says the technology has been designed for customers seeking long-life hub performance, and truck and trailer OEMs who want to simplify wheel end installation and boost throughput during assembly.

Each ROLLiant hub is assembled with 100 percent endplay inspection and serialization for complete traceability and optimal bearing life. Accuride says ROLLiant will feature a 10-year warranty for trailer applications and a 7-year warranty for trucks.

Intelligent wheel end Fifth wheel lighting system SAF-Holland has introduced a retrofit kit for its new automatic fifth wheel lighting system.

Designed for Holland FW35 Series Fifth Wheels, the Electronic Lock Indicator (ELI-te) is an electronic system that senses kingpin’s location within the locks, improving coupling and reducing the likelihood of dropped trailers by displaying a white light for a proper connection and blinking red for improper connection. It can be retrofitted to a fifth wheel in less than two hours, the company says.

Additions to brake product lines Bendix has launched a new spring brake and introduced RSDcompliant 23K aftermarket friction BA232R brake linings.

Bendix says its new EnduraSure Spring Brake line builds on and replaces the proven, popular Bendix EverSure Spring Brake.

The product includes an improved version of its standard chamber, and the addition of a new sealed, professional-grade model.

Additionally, for customers needing a 23K aftermarket friction, Bendix says its new BA232R brake linings are designed to handle 23K applications such as heavy line haul, heavy pick-up and delivery, severe duty, and refuse.

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ConMet introduces SmartHub, the industry’s first intelligent wheel end.

ConMet says this new product will allow vehicle owners to monitor the health of the wheel end through access to real-time data on important hub functions, creating a safer, better maintained, and more profitable vehicle performance.

The SmartHub contains embedded sensors that will measure and transmit data on wheel end health indicators, including: hub temperature, lubricant level, hub vibration, speed, miles traveled, spindle nut torque readings, hub load, and bolt tension, ConMet says.

Expanded coolant product line Automann continues to expand its growing cooling components line with the addition of five new items.

Automann says its cooling components offering covers all makes, and distributors can combine these parts on orders with other Automann products, with no minimums.

Marketplace

Long haul drive tire Goodyear has rolled out its newest long haul tire, the Endurance LHD. The Goodyear Endurance LHD contains several improvements over the G572A drive tire the company will phase out next year, while retaining that model’s miles to removal compound.

Size 11R24.5 (Load Range G), will be available in December. Sizes 11R24.5 (Load Range H) and 285/75R24.5 (Load Range G) will be available in January 2018.

Updated diagnostic software program Mitchell 1 has announced enhancements to its RepairConnect diagnostic truck repair software for all-makes and models of Class 4-8 trucks.

In addition to engine diagnostic trouble codes (DTCs), users may now access ABS and transmission DTC diagnostic and repair information in a single location through TruckSeries, Mitchell 1’s repair information software suite for commercial vehicles.

Driveshaft for downspeeding applications Dana has launched its SPL 250 Lite driveshaft.

Designed to handle torque ratings of more than 18,000 lb.-ft., the SPL 250 accommodates the lower numeric axle ratios required to support engine downspeeding, which can cause stress to the drivetrain and alter harmonics in driveline components.

Dana is also adding an aluminum hub option on its Spicer D-Series steer axles with a 14,600-lb. gross axle weight rating (GAWR).

All-electric APU unit

Sliding vane pump

Thermo King debuts its TriPac Envidia all-electric auxiliary power unit (APU).

Thermo King says the product is a quiet, environmentally clean APU that delivers the longest run-time in the industry without tractor startup.

The unit’s patented battery management technology also provides individual charging and discharging management for each battery; a three-stage charging profile to optimize performance and extend the life of its NXT dry cell technology battery; and a full discharge of the auxiliary power-pack batteries before switchover.

Blackmer introduces its SX1B-DEF Series Sliding Vane Pump.

Designed to meet the strict handling requirements of Diesel Exhaust Fluid (DEF), Blackmer says the pump’s materials are either DEFapproved or have been tested to ensure there is no fluid contamination or leeching into the DEF fluid. The SX1B-DEF model is part of Blackmer’s DEF-pump family, joining the STX2-DEF, STX1220-DEF and STX3-DEF models to give users flow-rate options ranging from 10 gpm to 250 gpm (38 to 946 L/min).

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Marketplace

Expanded alternator product line Prestolite Electric has expanded its extensive range of high-output, drop-in replacement alternators with the North American launch of the AC172 Series from Leece-Neville Heavy Duty Systems, a family of 24V, 155-amp alternators for bus, motor coach and transit operations.

Prestolite says each product features 24-volt, 155-amp output; bi-directional rotation; swing mount configuration; seal-for-life bearings.

Off The Line Spotlighting a new OEM innovation

All-wheel drive protection system Marmon-Herrington has released Safe Shift, its third-generation all-wheel drive protection system.

Safe Shift is a proprietary electronic control system that prevents damage to axle, driveline, and transfer case components commonly caused by improper operation.

Marmon-Herrington says Safe Shift protects against driveline damage by continuously monitoring vehicle conditions through the chassis CAN bus and preventing improper shifting by the operator. The new LCD user interface provides on-screen feedback and a visual understanding of proper all-wheel drive operation as a means of improving driver behavior.

Steerable lift axle suspension SAF-Holland introduces a large-capacity 20K Neway LSZ Auxiliary Steerable Lift Axle Suspension.

With a package size of 18.3-in., the LSZ is up to 8 in. shorter than comparable lift axles. The angled design of the LSZ air springs improves tracking, lateral stability, and tire life, the company says.

Optional features include disc brakes, a fully plumbed setup, in-cab and outside air controls and prep for fender brackets. The new axle will be available later this year.

Severe service truck from International International Truck has released its HV Series severe service truck.

International says HV Series is available with the International A26 12.4-liter engine and designed to deliver power, refined driver-features, and impressive reliability for a range of vocational applications.

“The new International HV Series is just one more truck in our

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product lineup that puts drivers first and meets the grueling demands of vocational applications,” says Michael Cancelliere, president, Truck and Parts. “The HV Series is a smart solution for our customers in the business of doing serious work and is a new breed of vocational truck that redefines the standard for uptime and productivity.”

T R U C K PA R T S & S E R V I C E | N o v e m b e r 2 0 1 7

Growing reman turbo line Turbo Solutions continues to strengthen its growing inventory of remanufactured turbochargers with the addition of six Cummins Holset Turbocharger part numbers, including ISX, ISC and ISL engine applications.

Turbo Solutions says its ability to calibrate the actuator to the turbocharger with the Cummins holset “E” tool makes these units “plug and play” installation on the shop floor.

Marketplace

Heavy-duty grease gun

Expanded commercial vehicle tool line MAHLE Service Solutions is supplementing its offering of A/C, fluid, diagnostics and nitrogen service equipment by partnering with Gray Manufacturing to offer ShopPRO, a full line of the highest quality hydraulic and pneumatic equipment for the commercial vehicle market.

MAHLE says the ShopPRO product line includes 12 product categories: air lifts, axle jacks, component lifts, engine stands, fluid handling, forklift jacks, service jacks, shop cranes, shop presses, support stands, vehicle lifts and wheel service equipment.

Quick-release trailing fairing FlowBelow Aero, maker of tractor-mounted aerodynamic add-ons, has added a new quick-release fairing option for the company’s flagship Tractor AeroKit system.

The quick-release mounting system allows the driver of the truck to remove the fairings easily in seconds and without tools when installing tire chains, for example. The new feature adds accessibility options for fleets that may have otherwise been reluctant to adopt the system, the company says.

Lumax releases its LX-1153, a heavyduty, dual-leverage premium pistol grease gun.

Lumax says cast-alloy head develops up to 8,500 PSI. The exclusive dual-leverage features two modes, one mode for pressure and one mode for volume.

The volume mode has an output of 4 oz./100 strokes and a pressure of 2,850 PSI (196 bar). The pressure more has an output of 2 oz./100 strokes and a pressure of 8,500 PSI (586 bar). The 18 in. high-pressure ultra-flex hose with spring guard is included with the grease gun.

Radiators product line grows NEWSTAR has added more radiators to its engine components line.

Applications for the new radiators range across a wide variety of Caterpillar engine models. NEWSTAR says it continues to meet or exceed OEM expectations with its quality replacement engine components.

Long-life brake chamber TSE Brakes introduces the latest innovation in the UltraLife line, the UltraLife Plus.

TSE says the UltraLife Plus features proprietary TSE All-N-One integrated pressure plate and diaphragm assembly eliminating plate shifting, increasing power spring and diaphragm life, new spring design providing required output force while lowering spring stress for longer life, and new urethane powder coating applied over our proven 8-step e-coat base provides industry leading long-term resistance to humidity and corrosion.

Load tester

Micro torque wrenches

Associated Equipment Corporation (AEC) announces Model 7136R digital carbon pile variable load tester to support heavy duty and fleet 6V/8V/12V batteries up to 2000CCA. AEC says the 7136R provides digital readouts for both voltage and amperage of the battery and is capable of testing batteries up to 2000 CCA or 254 Ah.

Snap-on introduces the ATECH1FS240 and ATECH2CS240 Flex-Head TechAngle Micro Torque Wrenches.

The 1/4 in. and 3/8 in. Micro Torque Wrenches weigh less than a pound each and are 11.6 in. long and .90 in. in diameter with a 72-tooth ratchet gear. Snap-on says a knurled handle makes the grip more secure, and four alert modules indicate by LCD, LED, vibration and sound when the desired torque is reached.

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T R U C K PA R T S & S E R V I C E | N o v e m b e r 2 0 1 7

Marketplace

LED spotlight with cord

EGR, cooling system parts Dorman HD Solutions has released more former dealer only heavy-duty products to the aftermarket.

The company’s new components include more than 35 coolant reservoirs for International tractors, a handful of EGR valves for Cummins ISX 15 engines, several center grilles for Freightliner trucks, an EGR cooler tube for Volvo trucks and a DPF for Cummins ISX engines, the company says.

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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

Larson Electronics introduces a handheld LED spotlight with an inline transformer and 100 ft. cord reel.

The LED spotlight combines high output Cree LEDs with a 120mm parabolic reflector, delivering 2,000 lumens of tightly focused cool white beam power that can reach up to 1,000 ft. and draws only 25 watts of power. These Cree LEDs sport a high lumen per watt ratio, generating 80 lumens per watt and 70 percent retention at 50,000 hours.

Heavy-duty truck grilles PAI Industries has released nearly a dozen new heavy-duty truck grilles to the aftermarket.

Some of the grilles come with a chrome finish and others are painted with brushed aluminum or standard. They fit a variety of truck models for Kenworth, Freightliner, Volvo, Mack tractors, the company says.

11/1/17 9:14 AM

N o v e m b e r 2 0 1 7 | T R U C K PA R T S & S E R V I C E

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