Fleets - Inside and out, it’s visibly clear that we’ll be your big rig partner for the long haul.

Investing in Grote LED Lamps Will Save Your Fleet Money

Today’s fleet managers know that incandescent bulbs are quickly becoming obsolete in favor of LED technology. Fleets of all types are looking for cost effective solutions to maintain their vehicles, improve compliance with safety regulations and improve visibility on the road, without spending more than your budgeted amount.

Whether you operate a fleet of tractors, off-road utility vehicles, heavy duty trucks, light duty trucks or vans, trailers or even passenger vehicles, investing in LED lamps from Grote will return significant savings. With minimal downtime, less money spent on replacement lamps and less time spent checking and replacing lamps, your fleet will operate more effectively.

No matter what industry you serve, your fleet has four strategic goals: High profitability, high productivity, low downtime and low cost of doing business. Lamp performance plays a bigger role in those four goals than you might think. With increased focus on safety and compliance around the world, one burned out lamp can lead to lost productivity, unexpected costs and increased downtime. Ongoing replacement of those lamps leads to further costs over the life of the trailer or vehicle. In the US, CSA infractions for lamp failure drive up operating budgets. Grote’s products can help with all of this.

Yet, buying LED lamps from Grote still represents a significant investment. When your fleet’s budget is tight, you must decide whether that investment is worthwhile. Understanding how much you stand to save over the lifetime of your LED lighting system will help you make the most informed decision.

A Case Study

How much can you truly save with Grote? Consider this case study:

If a long Class 8 trailer requires 15 LED lamps, then a fleet of 1,000 trailers would require 15,000 lamps. Your fleet may be able to negotiate a price of $165 per trailer for the necessary lamps from Grote. That equals a total cost of $165,000 to outfit your trailers.

Because our lamps are designed to outlast their trailers when used with our harness systems, we will assign a 15-year lifespan to the trailer with the LED lamps. With no unplanned maintenance or CSA points, the $165,000 cost is all you will have for these lamps.

Compare this to incandescent. The average 1,000-trailer fleet will experience 3 failures per day. The costs and penalties for this range between $50 to $300 per inspection. Averaged out over the life of the trailer and combined with the average cost to change or repair these bulbs, and you have a cost of $3,000,000 for the life of the trailers.

Of course, you may be considering switching to a less expensive LED lamp instead. Again, these lamps will fail, although at a lower rate than the incandescent lamps. With an average failure rate of once per 15 years per lamp, you still have maintenance costs of $1,400,000.

So how much can you save by using Grote? The answer, in this case study, is millions of dollars. Your savings will depend on the size and usage of your fleet, but the savings are significant, no matter how you look at it.

Your lighting strategy must be addressed if you are going to limit downtime and increase productivity to reach your goals for your fleet. A comprehensive lighting strategy with the help of Grote’s superior products will help you reach those goals.

Watch the North Bay Truck Center - Grote Lighting Video here.

Learn more at:  https://www.grote.com/industries/heavy-duty-truck-lights/

Meritor® Launches 22 Electrification Programs with Global OEMs through 2020

 

130 Battery-Powered Commercial Trucks Hitting the Road through Meritor Blue Horizon

TROY, Mich., Jan. 8, 2019 /PRNewswire/ -- Meritor, Inc. (NYSE: MTOR) today announced it has 22 electrification programs with global OEMs that is expected to put at least 130 fully electric medium- and heavy-duty commercial trucks on the road through 2020.

"These emission-free solutions offered under Meritor'sBlue Horizon technology brand have the potential to transform the industry by meeting the rising global demand for clean, electric-powered drivetrains that we believe will deliver a high-efficiency solution that greatly reduces the total cost of ownership for our customers," said John Bennett, vice president and chief technology officer for Meritor. "These programs position Meritor for future growth in an emerging industry segment."

In the first half of 2019, a major fleet customer will begin operating the first of six medium-duty Peterbilt Model 220EV Class 6 pick-up and delivery trucks equipped with Meritor's 14Xe electric drive systems and fully integrated subsystems from TransPower, a leader in electrification technologies for large commercial vehicles. In 2017, Meritor announced a strategic investment in TransPower.

Meritor's eCarrier platform integrates an electric motor into the axle, freeing up space for batteries and other components. This flexible design is the foundation for various drivetrain configurations, including full electric, hybrid and single or tandem axles with various options based on product application for vehicle Classes 5 through 8.

Among the 130 commercial vehicles expected to be placed into service by 2020, 60 of these trucks received funding from the California Air Resources Board as part of a broader effort to reduce carbon emissions in freight facilities.  

In addition to the truck applications, a prototype school bus outfitted with Meritor and TransPower electrification solutions has been exceeding expectations during testing in Escondido, California since late May. Testing includes climbing steep grades, stop-and-go at low speeds, off-road and freeway driving as well as heavy-load hauling on rural roads.

"Several large customers have come out to see and ride the bus, and their comments are very complimentary from ride comfort, noise, vibration and harshness, acceleration, top speed and design simplicity standpoints," Bennett said.

About Meritor
Meritor, Inc. is a leading global supplier of drivetrain, mobility, braking and aftermarket solutions for commercial vehicle and industrial markets. With more than a 100-year legacy of providing innovative products that offer superior performance, efficiency and reliability, the company serves commercial truck, trailer, off-highway, defense, specialty and aftermarket customers around the world. Meritor is based in Troy, Mich., United States, and is made up of approximately 8,600 diverse employees who apply their knowledge and skills in manufacturing facilities, engineering centers, joint ventures, distribution centers and global offices in 19 countries. Meritor common stock is traded on the New York Stock Exchange under the ticker symbol MTOR. For important information, visit the company's website at www.meritor.com.

Forward-Looking Statement
This release contains statements relating to future results of the company (including certain projections and business trends) that are "forward-looking statements" as defined in the Private Securities Litigation Reform Act of 1995. Forward-looking statements are typically identified by words or phrases such as "believe," "expect," "anticipate," "estimate," "should," "are likely to be," "will" and similar expressions. Actual results may differ materially from those projected as a result of certain risks and uncertainties, including but not limited to reliance on major OEM customers and possible negative outcomes from contract negotiations with our major customers, including failure to negotiate acceptable terms in contract renewal negotiations and our ability to obtain new customers; the outcome of actual and potential product liability, warranty and recall claims; our ability to successfully manage rapidly changing volumes in the commercial truck markets and work with our customers to manage demand expectations in view of rapid changes in production levels; global economic and market cycles and conditions; availability and sharply rising costs of raw materials, including steel, and our ability to manage or recover such costs; our ability to manage possible adverse effects on our European operations, or financing arrangements related thereto following the United Kingdom's decision to exit the European Union or, in the event one or more other countries exit the European monetary union; risks inherent in operating abroad (including foreign currency exchange rates, restrictive government actions regarding trade, implications of foreign regulations relating to pensions and potential disruption of production and supply due to terrorist attacks or acts of aggression); risks related to our joint ventures; rising costs of pension benefits; the ability to achieve the expected benefits of strategic initiatives and restructuring actions; our ability to successfully integrate the products and technologies of Fabco Holdings, Inc. and AA Gear Mfg., Inc. and future results of such acquisitions, including their generation of revenue and their being accretive; the demand for commercial and specialty vehicles for which we supply products; whether our liquidity will be affected by declining vehicle production in the future; OEM program delays; demand for and market acceptance of new and existing products; successful development and launch of new products; labor relations of our company, our suppliers and customers, including potential disruptions in supply of parts to our facilities or demand for our products due to work stoppages; the financial condition of our suppliers and customers, including potential bankruptcies; possible adverse effects of any future suspension of normal trade credit terms by our suppliers; potential impairment of long-lived assets, including goodwill; potential adjustment of the value of deferred tax assets; competitive product and pricing pressures; the amount of our debt; our ability to continue to comply with covenants in our financing agreements; our ability to access capital markets; credit ratings of our debt; the outcome of existing and any future legal proceedings, including any proceedings or related liabilities with respect to environmental, asbestos-related, or other matters; possible changes in accounting rules; and other substantial costs, risks and uncertainties, including but not limited to those detailed in our Annual Report on Form 10-K for the year ended September 30, 2018, as amended and from time to time in other filings of the company with the SEC. These forward-looking statements are made only as of the date hereof, and the company undertakes no obligation to update or revise the forward-looking statements, whether as a result of new information, future events or otherwise, except as otherwise required by law.

View original content to download multimedia:http://www.prnewswire.com/news-releases/meritor-launches-22-electrification-programs-with-global-oems-through-2020-300775219.html

SOURCE Meritor, Inc.

Better Business Bureau A+ Says It All !! Look up NBTC !

The BBB A+ Says It All Doesn't it? 

The Better Business Bureau:

Start with Trust^®

An ethical marketplace where buyers and sellers trust each other.

Look up north Bay Truck Center:

https://www.bbb.org/search?find_country=USA&find_latlng=38.254437%2C-122.056201&find_loc=Fairfield%2C%20CA&find_text=North%20Bay%20Truck%20Center&page=1

Learn more at:  https://www.bbb.org/

The specific application needs of vocational truck suspensions

The first question you need to ask when spec’ing trucking equipment is a simple one: What’s it going to be doing? Understanding the application and what’s necessary for the equipment to perform properly is the most important thing to know before making any purchasing decision.

Take vocational suspensions, for example. They have different needs than over-the-road suspensions because they will be tackling different jobs, and so there are a few application factors unique to vocational suspensions that fleet managers will need to keep in mind.

To start with, there are three different types of suspensions: air ride, leaf spring and walking beam.
Of the three, market share in the vocational space is divided between air ride and walking beam, dependent on the particular target segment. Many fleets tackling severe-duty applications might prefer a walking beam suspension, for instance, while other vocational segments will prioritize driver comfort and spec an air ride suspension.

Peter Schimunek, marketing segment manager for Western Star Trucks, says that many vocational fleets will choose air ride suspensions because of the stability and cushioning that they offer, which reduces freight damage and driver fatigue. However, he notes, “some air suspension models are best suited for highway applications, so we recommend adhering to manufacturer recommendations for your specific application and weight carrying capacity.”

Of course, “vocational” is a wide umbrella that covers quite a few different types of trucks, and suspension needs will be different for each of them.

“Capacity, stability, ride quality and durability are some of the main considerations when spec’ing a suspension system for a vocational truck,” says Kurt Swihart, Kenworth’s marketing director. “Vocations with a high center of gravity, such as mixers and dump trucks, require suspensions that provide maximum roll stability. In these applications, we typically recommend a walking beam style suspension system. Air suspensions are recommended when ride quality is one of the most important considerations. While air suspensions don’t typically have the same stability as beam style suspensions, there are several air suspension offerings that are specifically designed for vocational applications.”

“The needs of the vocational market are very specialized, and each application focuses on a different aspect of the suspension as the primary requirement,” says Sean Whitfield, director of marketing for Hendrickson.
For example, he notes that the key attributes needed for a suspension in concrete mixer and refuse applications are that it has the ability to maximize carrying capacity while still preserving stability and that it provides lower maintenance costs.

“Weight is an important factor when spec’ing a concrete mixer,” Western Star’s Schimunek notes. “The lighter the truck, the more concrete you can haul, which affects productivity. Choosing the right rear suspension for the job may also result in additional weight savings. However, mixers can get into some rough jobsites, so be sure to spec a suspension with good articulation, ride quality and durability.

“Chassis height is also an important factor as the mixer body must be able to fit beneath the hopper,” he adds. “A lower frame height results in a lower center of gravity, which provides increased vehicle stability. Customers should work closely with their dealer to spec the right suspension for their specific job demands.”

As for dump and crane trucks, Hendrickson’s Whitfield says that loaded stability and empty ride performance must be paired together to survive the terrain and loading cycle of these applications.
“When the vehicle is empty and/or traveling on-road, the equipment and driver must be protected from excessive road inputs,” he says. “When the truck is on-site and either being loaded or being used to lift a load, it must be supported by a suspension with high roll stability.”

Lastly, in heavy-haul applications, Whitfield says that equipment protection and ride quality are crucial to help ensure safe transport of cargo and driver. This, he says, must be done without sacrificing durability and roll stability, demanding a true vocational suspension, and he mentions Hendrickson’s Primaax EX as an example.

Additionally, there are some factors that apply across the board for vocational suspensions, regardless of the vocation.

“Vehicle weight, axle capacity, loaded and empty CG height, creep rating, and the operating environment are important application factors to consider,” says Bryan Redeker, powered vehicle systems product manager for SAF-Holland. “These factors are equally important regardless of the type of vehicle.”

Redeker says that it is important to know if outriggers will be present and where they are on the truck, as they may play a role in packaging. It’s also important, he mentions, to know whether there will be lift axles on the truck, how many, and how they will impact loading of the suspension when they are up or down. Additionally, frame rail spacing and package size of the lift axle assembly should be considered, he added.

 Suspension

 

With specific application considerations for equipment come specific maintenance considerations, and you’ll need to keep them in mind, especially those that are unique to vocational segments.
“Maintenance of vocational suspensions is similar to other suspensions—visual inspection of components and bushings. For those vocational suspensions installed with U-bolts, follow the OEM recommended practices for checking torque,” Kenworth’s Swihart says.

“A key to maintaining a vocational suspension is following proper inspection intervals,” Hendrickson’s Whitfield says. “For these applications, inspections should follow the vehicle OEM and suspension manufacturer’s service instructions, which usually list recommended inspection intervals based on hours and/or miles of operation.”

According to Whitfield, some essential items to check for, especially on vocational suspensions, include potential signs of overloading such as bent or cracked steel components.

“Reviewing the transverse torque rod (TVTR) bushing wear and replacing the TVTR when necessary is particularly important in vocational suspensions,” he adds. “The transverse torque rod keeps the axle aligned laterally on rubber-based suspensions and plays a large factor in supporting the other suspension components. Once that torque rod is fully worn, it is important that it is replaced in order to properly maintain the suspension as a whole.”

SAF-Holland’s Redeker says that it is important to monitor bushings, shock, air springs and fastener torque per the routine maintenance schedule.

“These components are always important to check, regardless of the application,” he notes, while adding, “A fleet operating in severe vocational applications may wish to increase the frequency of checks. Performing the initial 5,000 mile (100 hour) re-torque is critical to suspension longevity—especially the pivot bolt connection.”


Source: Fleet Equipment by

Alex Crissey

The #1 and #2 Causes of Truck Breakdowns

Our Solutions:

#1 Tires: 

Michelin

Continental

General tire

RoadLux

Bandag

Triangle

#2 Brakes

BRAKE DRUMS & ROTORS

Durabrake

Gunite

Webb

Raybestos

Motorcraft

Centrifuse

KIC

Meritor

Delco

Automann

NORTH BAY

Truck Center
Home of

A&T Road Service
1245 Illinois Street
Fairfield, CA 94533707-427-1386

Hours:

Monday-Friday

7:30am to 5:30pm

Saturday

8:00am to 5:00pm

We Love Tires, featuring Christiane Pfeiffer

Christiane Pfeiffer, head of communications for Commercial Vehicle Tires, feels excited about the digitalization within Continental. A German-based corporation with a history of almost 150 years diving into the world of digital solutions... she simply loves it!

North Bay Truck - The go-to place for motor home chassis work

 

If you take the shell off of a motor home–take the body off of it–let’s say, for example, a diesel pusher. It’s really a bus chassis. It’s really built by the truck and bus chassis manufacturers. Many that built the motor home chassis also built big trucks, and Freightliner is an example. For us, if we’re under the motor home or we’re looking into the engine compartment, we’re really looking at the same picture as we are if we’re looking on a Class 6, 7 or 8 truck.

We are well versed on the platforms of engines that they use. Primarily, they use Cummins or Caterpillar engines on some of the older ones. For the diesel pushers, we’re very well versed on those engines. We have the computer software to plug into them. We’re familiar with the Allison transmissions that are most all of them use.

The braking systems on a lot of them are air brakes, similar to that of a Class 6 through 8 truck. They also have suspension components that are shared. They use air ride suspension on the front axle a lot of times, which is found on the newest class 6 through 8 trucks. We’re very familiar with the chassis of the diesel pushers.

North Bay is also going to be able to look up maintenance schedules on those as well. Motor homes generally will come with all manuals in a big binder referring to your refrigerator, your heating system, air conditioning. If your vehicle is new, you should have the Cummins manual for the engine and in the case of the Freightliner chassis, a Freightliner chassis manual with maintenance intervals for that chassis as well as the engine. Again, we can help look those things up if you don’t have the manuals available.

On the diesel pushers, we have a facility large enough to bring the biggest unit into the shop. Even a 45-foot 3-axle diesel pusher can fit inside our shop and be kept under cover. If it does require to be outside for a time, we have surveillance cameras outside our shop and you can rest assured that our facility is locked down and that the cameras are working 24/7.

We’re also very familiar with the smaller coaches that are built on a gasoline or light-duty diesel chassis such as Ford or Chevrolet or GMC, or even the Sprinter chassis. Again, these are truck chassis or cutaway van chassis that we work on every day.

We service almost anything related to the truck chassis part of the motor home, including, axle bearings, tires, the rear differential, transmission, steering components, including the air conditioning on the chassis. We do not work on the roof mounted air, but we can help direct you to who can help with that, and other internal aspects of the motor home. Everything to do with what makes it go down the road and stop, we can take care of for you.

Tires on motor homes can easily develop flat spots from sitting too long, and the air and UV rays deteriorate tires over time whether they are being used or not. We can help with tires because we sell tires for all trucks and buses and can balance and install them so that your coach rides smooth again and is perfectly safe in your travels.

North Bay recently purchased six Mohawk pedestal lifts that will allow us to lift the largest diesel pusher up in the air outside of our facility to facilitate faster and more efficient repairs.
Our goal is to get you back on the road on your travels very quickly, and insure that the repairs are done right. You can count on us with your motor home.

Techs see increase in after treatment system, electronics-related repairs

Maintenance on Class 8 tractors is increasing in complexity as the amount of technology and electronic controls increase, and technicians say they have seen a jump in the repairs they are performing on after treatment systems and electronic systems.


Maintenance on Class 8 tractors is increasing in complexity as the amount of technology and electronic controls increase, and technicians say they have seen a jump in the repairs they are performing on after treatment systems and electronic systems.

During the recent Technology & Maintenance Council’s (TMC) 2018 National Technician Skills Competition, which brings together truck service and repair technicians from across the country to test their knowledge and abilities, Michael Kerfoot, a technician for TravelCenters of America (TA); Phillip Pinter, a tech for FedEx; and Kyle Ballard, a technician for Clarke Power Services, each took home awards. All three agree that when it comes to maintaining today's heavy-duty trucks, the job has gotten much more complex than it was in years past for a variety of reasons.

Pinter, the 2018 TMC SuperTech Grand Champion, said after treatment systems and engines are continually increasing in complexity. “With more complexity, there are greater challenges," he said.

Kerfoot said the number of after treatment systems he sees in the shop has increased as systems are coming out of warranty. Most of the time, systems simply need a diesel particulate filter cleaned or replaced. Normal run time for the filters, which is set by EPA regulations, averages between 200,000 and 350,000 miles, but recommended cleaning intervals are different for each engine OEM.

TravelCenters of America utilizes the Enviromotive 9000 series cleaning equipment, which consists of at least a soot scale, a flow tester, a blast cabinet and regeneration oven, said Kevin Lindsey, assistant manager for technical development for TA. The company also has Noregon J-PRO diagnostic software at all locations and some locations have engine OEM-specific software.

Lindsey said upstream engine issues with after treatment systems usually derive from an air/fuel ratio problem. “These become more labor intensive as far as troubleshooting the root cause is concerned,” he said, adding that the time and expense associated with an after treatment system depends on the issue.

A scheduled maintenance interval cleaning could be done in just a few hours and for less than$1,500.00 or so, Lindsey said. “An up-stream failure can lead to significantly more diagnostic time, versus a simple maintenance cleaning, along with more labor time involved for the troubleshooting and the repair as well as parts costs,” he added.

Mark McLean, a technician for FedEx and the 2017 SuperTech Grand Champion, said the increased electronics and communication needed in today’s vehicles means the data busses are heavily loaded, and he has seen more issues arising with them. When talking to students and new techs entering the field, McLean said he emphasizes the growing role of electricity. “Everything is electronic now—smart modules, smart circuits,” he said. “The number one thing you can do is understand electrical systems and you can be a very valuable asset. That is where everything is going.”

It is important for techs to know how to use their electrical meter and to understand what it is telling them. “Once you understand that, the rest of it is pretty easy,” McLean said.

In addition to more electronic controls and sensors, Pinter added, driver comforts and hotel loads are putting extra strain on the alternator and starting charger system. Other challenges with today’s technology often center around the growing number of modules communicating with each other over the data link and getting all the modules to agree that everything is working as it should, he noted.


 Mindy Long | Dec 18, 2018

Source:  https://www.truckfleetmro.com/technology/techs-see-increase-after-treatment-system-electronics-related-repairs

About Federal Motor Carrier Safety Administration (FMCSA)

History

The Federal Motor Carrier Safety Administration (FMCSA) was established within the Department of Transportation on January 1, 2000, pursuant to the Motor Carrier Safety Improvement Act of 1999 (49 U.S.C. 113). Formerly a part of the Federal Highway Administration, the Federal Motor Carrier Safety Administration's primary mission is to prevent commercial motor vehicle-related fatalities and injuries. Activities of the Administration contribute to ensuring safety in motor carrier operations through strong enforcement of safety regulations; targeting high-risk carriers and commercial motor vehicle drivers; improving safety information systems and commercial motor vehicle technologies; strengthening commercial motor vehicle equipment and operating standards; and increasing safety awareness. To accomplish these activities, the Administration works with Federal, State, and local enforcement agencies, the motor carrier industry, labor and safety interest groups, and others.

Activities
Commercial Drivers' Licenses
The Administration develops standards to test and license commercial motor vehicle drivers.

Data and Analysis
The Administration collects and disseminates data on motor carrier safety and directs resources to improve motor carrier safety.

Regulatory Compliance and Enforcement
The Administration operates a program to improve safety performance and remove high-risk carriers from the Nation's highways.

Research and Technology
The Administration coordinates research and development to improve the safety of motor carrier operations and commercial motor vehicles and drivers.

Safety Assistance
The Administration provides States with financial assistance for roadside inspections and other commercial motor vehicle safety programs. It promotes motor vehicle and motor carrier safety.

Other Activities
The Administration supports the development of unified motor carrier safety requirements and procedures throughout North America. It participates in international technical organizations and committees to help share the best practices in motor carrier safety throughout North America and the rest of the world. It enforces regulations ensuring safe highway transportation of hazardous materials and has established a task force to identify and investigate those carriers of household goods which have exhibited a substantial pattern of consumer abuse.
Updated: Monday, March 31, 2014

Learn more at: https://www.fmcsa.dot.gov

FMCSA Grants Petitions to Ensure Uniform Rest Rules in California for Truck Drivers

The Federal Motor Carrier Safety Administration (FMCSA) grants petitions requesting a determination that the State of California’s Meal and Rest Break rules are preempted under 49 U.S.C. § 31141 as applied to property carrying commercial motor vehicle drivers covered by the FMCSA’s Hours of Service (HOS) regulations.

FMCSA is granting this petition to ensure uniform and consistent rules in order to promote safety and economic growth. Drivers, consumers, and job creators are best served by reliable and consistent rules.

This action prioritizes safety, jobs, and uniformity for truck drivers.

Learn more at: https://www.fmcsa.dot.gov/regulations/fmcsa-grants-petitions-ensure-safe-and-uniform-rest-rules-california-truck-drivers