Fleet Maintenance - January/February 2024

Engine trends to watch in 2024 Page 8

Liftgate repair tips Page 14

All Maintenance, All Vehicle Classes, All Management, All the Time JANUARY/FEBRUARY 2024

STEPPING YOUR SUCCESSION

Family-run shops and fleets share how they select the next generation of leaders.

Page 18

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CONTENTS / JANUARY/FEBRUARY 2024

p.

8

Equipment

Engine trends to watch in 2024

Innovations at the OEM level are poised to help satisfy both regulatory requirements and fleets’ need for improved efficiency, durability, and TCO.

p.

14

In The Bay

How to elevate liftgate uptime

When liftgates have trouble going up or down, expect a drop in uptime, too. A few experts offer troubleshooting and repair tips to keep your liftgates in operation.

p.

18

» O N T H E CO V E R Shop Operations

Succession plans for generational success

Keeping a family-owned business going isn’t easy, but establishing ground rules and a strong culture will promote growth for decades to come.

Succession planning P. 18

C.R. England

Engine trends P. 8

VIEWS FROM THE EXPERTS 30 Guest Editorial Getting the jump on engine starting

By Jeff Steer VANAIR

SPOTLIGHT ON...

32 Diagnostics

Three diagnostic trends shaping maintenance in 2024

By Mindy Long

p. 26

Trailer

CONTRIBUTING EDITOR

Look who’s talking

Having a ‘smart’ trailer doesn’t just mean tracking its location throughout the day. It’s about giving a voice to the trailer components that matter most.

D E PA R T M E N T S

p. 28

Work Orders

Starting repairs the right way

Optimizing work orders creates a chain reaction of positive benefits in the shop.

DTNA

FROM THE EDITOR

6 Hitched Up

Liftgate repair P. 14

The myth of running a family trucking business

36 Fleet Parts & Components What’s new in products for more efficient fleet operation.

p. 34

HDAW

38 Tools & Equipment

Experts at Heavy Duty Aftermarket Dialogue shared how the parts sector will change this year.

42 Tool Review

Right to Repair & eCommerce changes on way

Cover illustration: 93602926, 303928362, 55655918, 273806583 | Dreamtime

A roundup of the latest tool and equipment offerings.

Milwaukee Tool M18 FUEL 1/2” High Torque Impact Wrench with Friction Ring

Want to contribute? Contact us at editor@FleetMaintenance.com Great Dane

January/February 2024 | FleetMaintenance.com

3

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E XC L U S I V E S

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FLEET MAINTENANCE VP/Market Leader - Commercial Vehicle Group Michael R. Uliss 770-516-4704 | mike@fleetmaintenance.com Editorial Director Kevin Jones kevin@fleetmaintenance.com Editor-in-Chief John Hitch john@fleetmaintenance.com Associate Editor Alex Keenan alex@fleetmaintenance.com Associate Editor Lucas Roberto lucas@fleetmaintenance.com Contributors Mindy Long, Seth Skydel, Gregg Wartgow Fleet Maintenance Multimedia Account Executives

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ARTICLE Welding equipment advancements help shops stay ahead of welder shortage

Fox Truck & Tractor

ARTICLE Three ways fleets can offset rising maintenance costs

Though parts and labor costs are up, fleets can lower overall maintenance expenses by looking at tire programs, oil changes, and DPF cleaning.

FleetMaintenance.com/53082206

ARTICLE Ask the expert: How to protect diesel fuel systems from cold weather

Cold weather wreaks havoc on diesel systems, icing fuel lines and even solidifying the fuel. An expert from Lubricarion Specialties Hot Shot’s Secret answers how to prevent the cold from freezing your fleet’s assets.

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Recent advancements in welding technology, from positioners to collaborative robots, can increase shop efficiency if applied strategically.

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H I T C H E D U P FROM THE EDITOR

The myth of running a family trucking business Family businesses are the backbone of America, and the successful ones are held up by thoughtful policies and consistent management. A great origin story never hurts, either.

By John Hitch Editor-in-chief

@Hitched2Trucks

When it comes to family businesses, according to Pat Soldano, president of advocacy group Family Enterprise USA, the “horror stories” get all the attention. “You don’t hear about the successes, because that’s not exciting,” she explained. “All you hear about are the disasters.”

Sadly, she’s probably right. But what’s more boring than a nice normal family—or family business, for that matter—in the 21st century?

Dysfunction and greed are far more interesting than stability and moderation, at least that’s what my closest family member, TV, says.

And the proof is in the popularity of the gabagool-loving crime family on “The Sopranos” and more recently, the corporate-raiding Roys on “Succession.” The former’s criminal enterprise ended violently (yeah, Tony died in that diner), and the latter saw the squabbling children squander control of their father’s media empire, and we loved every painful minute.

In real life, we should hope that these disasters are few and far between because they are a cornerstone of our economy. Family Enterprise’s annual research study found that 80% of U.S. businesses are family-owned, and multi-generational family-owned businesses contribute $7.7 trillion annually to the GDP. They also employ 59% of the nation’s private workforce. In the transportation industry, two out of every three trucking companies are, or at one time were, a small family-run operation, according to Soldano, who often speaks at American Trucking Associations events.

And while I couldn’t find definitive stats on family-run repair shops, they likely comprise a solid majority of the overall total.

These are folks living the American dream of building something to serve a need of the community and feed their family, without some boss looking over their shoulder. They control their own destiny and own something to pass on to their progeny.

I was fortunate enough to meet one such entrepreneurial brood, the Guzmans, who just opened a repair shop on the outskirts of Austin, Texas. I don’t want to spoil the story (like I did if you haven’t seen “Succession”), but here is the gist. A guy named James Gonzales, who has worked hard his whole life (we’re talking since before kindergarten when he began picking cotton in blazing hot fields) had a good thing going as a franchisee of a successful auto repair

6 Fleet Maintenance | January/February 2024

»James Guzman (left) and his son Joe Gonzales (right) going over the books at the shop they co-own, Guzman Automotive.

Guzman Automotive

chain but left it behind to run a shop co-owned by his son. The goal is to provide the same level of friendly and attentive service James remembers his family getting at the local shop 40 years ago. Three other family members officially work there, though the whole clan finds ways to chip in. And because of their proximity to the under-construction $25 billion Samsung semiconductor plant, they’ll have more than enough local consumer and light commercial vehicles to service for years to come.

Guzman Automotive already has expansion on the brain, but the true test will be if those satellite shops will retain the founder’s heart. The father and son started their succession planning before opening and have carefully considered how to treat employees who do and don’t share their DNA equally, so they have as good a chance as any.

The next test will be whether Guzman’s grandchildren and great-grandchildren can sustain his values and find success in their own right.

You may think the odds are against them, that the business will decay as the inheritors lose

sight of the business’s vision. After all, how could they truly know the struggles their grandfather overcame?

Soldano said we should probably have more faith in future generations, as past notions of why family businesses fail have been overblown.

“There used to be this old adage of, ‘shirtsleeves to shirtsleeves’—that 70% of businesses don’t survive to the third generation,” Soldano explained. “And now the new theory is that’s not true.”

What is true, she said, is family businesses need to have corporate and family governance, along with a succession plan in place, while holding true to core values and a spirit of innovation.

Guzman Auto checks all those boxes, with a rich history to boot.

The grandkids hear plenty about the Guzmans’ humble roots, now the stuff of family legend, and their kids probably will, too. That mythical start may just lead to lasting success.

Not all family businesses have the luxury of a thrilling origin story.

Sometimes, they begin with a mechanic methodically doing side jobs to save for his own garage or a trucker who dreamed of owning and operating more than one semi. It’s not sexy, but it’s a living.

And as it turns out, being a good role model who dutifully runs a business can be even more compelling than a good yarn. Take the grand patriarch of C.R. England, Gene England. Truly a great even among “the Greatest Generation,” he expanded his father’s trucking business after World War II, and the 104-year-old still comes into the office. His grandchildren run the business now, and it’s stronger than ever and is testing the latest technology available, including autonomous trucks. As an outside observer, the Englands are as nice and normal a family that you could meet, and probably boring if you’re into chaos.

A reality show about the Guzmans or Englands isn’t likely something you’d bingewatch, but with their combination of tradition and innovation, you’d certainly want to work with them. And that’s the story any business, family or not, should really want told.

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2024

Innovations at the OEM level are poised to help satisfy both regulatory requirements and fleets’ need for improved efficiency, durability, and TCO.

By Gregg Wartgow

[ IN VEHICLE ]

8 Fleet Maintenance | January/February 2024

Photo courtesy of ExxonMobil

he heavy-duty trucking sector still has three years before the next big flurry of emissions regulations hits in 2027. These will be the most significant changes since 2007, so fleets will need to start planning now if they haven’t already.

“It’s going to be a unique year when it comes to emissions and regulations,” said Len Copeland, product marketing manager for Detroit Diesel, which encompasses Daimler Truck North America’s drivetrain, safety, technology, and eMobility solutions. “In my 30-plus years in this industry, I’ve never seen a stack-up of emissions and vehicle requirements like we’re seeing right now.”

Before getting into the equipment, here’s a quick recap of the current landscape.

Federally, the EPA determined engine OEMs must increase useful life and further reduce emissions for model year 2027 vehicles. For example, NOx emissions during normal operation will be capped at 0.035 grams per horsepower-hour.

The California Air Resources Board (CARB) has also enacted initiatives such as Advanced Clean Trucks and Advanced Clean Fleets to gradually compel fleets to purchase zero-emission vehicles. The state wants to eliminate diesel truck sales by 2035 and use by 2045. More immediately, CARB is rolling out the Clean Truck Check program this year, which calls for Class 4 and higher (>14,000 lb. GVWR) diesel trucks to pass an emissions check twice a year and pay a $30 compliance fee.

“You’ll hook up the computer via an adapter or another device, and then the inspection will proceed. Generally, it’s going to take less than five minutes to do,” Noregon Product Manager Lee Lackey explained. “That inspection can be done either via an adapter or a telematics device.”

These developments suggest some want diesel engines to go the way of the dinosaur, in spite of the technology’s ability to adapt and evolve since Copeland’s early days, driven in large part by the introduction of aftertreatment systems.

“Diesels are over 90% cleaner than they were back in 2000,” said Allen Schaeffer, executive director of the Engine Technology Forum. “We’ve gone from a tremendous 10.7 grams per brake horsepower-hour of NOx emissions down to today’s level of 0.2 … it’s very close to zero [emissions].”

He added “this 2027 rule is going to push that down another notch by another 75-80%.”

“There’s not going to be any brand-new gadgets or technology or filters that folks might have experienced 15 years ago,” Schaeffer continued, “so I think we’ll see a pretty smooth transition.”

Speaking at least for Detroit, Copeland agreed.

“These requirements are difficult, but they’re achievable—and they’re achievable using familiar diesel technologies,” he said.

These achievements come at a cost, of course.

According to executives at fi nancial services provider Hilco Global, “a 2027 EPA-compliant tractor may cost between 10% and 12% more than its predecessors.”

Though maintenance departments won’t have to learn brand-new components, there will also be costs associated with training on how to operate and service these new engines. With all that in mind, the smart play will be for fleets to pre-buy MY2024-2026 trucks.

If this year’s changes are any indication, these trucks’ powertrains will provide incremental efficiency improvements while buying your fleet some extra time to meet EPA’s stricter rules.

Engine design changes

To reach those loft y regulatory goals, the emissions-scrubbing aftertreatment systems will continue doing a lot of the heavy lift ing. At the same time, engines themselves will undergo changes to help hit the lower emission targets. A lot of changes have already taken place.

“Higher combustion temperatures, different piston designs, and different EGR mapping are a few ways engine manufacturers have continued meeting requirements,” said Paul Cigala, senior commercial vehicle lubricants applications engineer at ExxonMobil, whose products include the Mobil Delvac line of heavy-duty lubricants.

Cigala added that new engine designs and machining are allowing lower viscosities to run.

These are increasing in popularity due to fuel-efficiency benefits.

“Just switching from a CK-4 to an FA-4 can yield a half-percent fuel economy benefit,” he noted.

Additionally, recent engine updates have been driven by a desire to enhance durability and lower the cost of ownership for fleets.

“We’ve been paying extra attention to details that reduce friction and improve fuel efficiency,” said Brian Bressler, director of aftersales for Paccar Powertrain. Examples of improvements to Paccar MX engines include better crankshaft counterweight design for greater overspeed protection, a redesigned camshaft and valvetrain to reduce weight and prioritize durability, and redesigned cylinder liners for improved component longevity.

Paccar has also changed its piston design. The amount of material was reduced to lower weight, while the shape of the piston bowl was modified to improve combustion. “We’ve even developed proprietary fuel fi lters to eliminate the risk of using the wrong fuel fi lter, thus improving the longevity of the fuel system,” Bressler added.

Mack Trucks has also modified the piston design on its MP8 engine. The waves in the piston bowl redirect flames in the combustion chamber to utilize all available oxygen for a cleaner and more complete burn. “That unique wave design delivers a 2% improvement in fuel economy and 90% reduction in soot,” said Joe Scarnecchia, powertrain sales development manager at Mack.

Ob-NOx-ious emissions rules

NOx reduction is a big part of what’s happening in 2024, largely driven by the CARB Heavy-Duty Engine and Vehicle Omnibus regulation related to low-load and idle situations.

“We’re looking at some completely new rules we’ve never faced before,” Copeland said. OEs like Detroit are also having to look at completely new types of solutions. The magic of NOx reduction has always happened at the aftertreatment system.

But in low-load and idle situations, the ATS doesn’t get as hot as it needs to.

“We’re having to dose fuel in those instances, and then dose DEF to clean up the exhaust,” Copeland explained. “So this next round of NOx

January/February 2024 | FleetMaintenance.com

9

» Detroit’s DD13 engine DTNA

» Volvo D13 engine VTNA

» Cummins’ X15 engine Cummins

reductions (2024) will impact fuel consumption during extended idle. However, we believe this may ultimately have a positive effect on aftertreatment device life.”

In response, Detroit has made some modifications to its DD13 Gen5 engine, which was fi rst introduced in 2022. “We decided to focus on this model due to its versatility across all of our product portfolio,” Copeland said. Much of the modification has taken place in the soft ware, but a few hardware changes have been made in the ATS to make it more durable to comply with warranty rules. Due to the need to keep the ATS hotter, Detroit has also added some insulation.

At Cummins, the X15 engine has undergone several revisions to help satisfy current CARB and EPA standards.

“We also continue to look for opportunities for improvements in base engine fuel economy and through our ADEPT fuel economy features that are part of our ECM programming,” said Mark Ulrich, director of customer support at Cummins.

“Helping fleets with the programming of certain engine parameters and better integration with the transmission and entire powertrain is key.

Specific features like predictive cruise control can really help fleets optimize fuel economy.”

In addition, the Cummins X15 is providing onboard oil maintenance monitoring in 2024. “We’re using algorithms we’ve developed through our experience and testing,” Ulrich said. “Notifications on oil and fi lter life can be sent to a fleet on an asset-level basis.

Th is is a feature we think fleets will be able to take advantage of to better schedule maintenance and reduce total cost of ownership.”

Looking ahead to 2027

» Ford’s HighOutput 6.7L Power Stroke V8 engine Ford

» RAM Commercial’s 3L Hurricane RAM Trucks

10 Fleet Maintenance | January/February 2024

Selective reduction catalysts in particular will see some enhancements. Currently, if a truck can’t get up to temperature because of stop-andgo traffic, the aftertreatment system doesn’t filter NOx as efficiently, leading to higher levels. Among the changes to look for are where in the exhaust stream the diesel exhaust fluid is dosed, and how often, explained Schaeffer, who expects engines to use “marginally more DEF to achieve some of these requirements.”

Volvo’s new VNL, out later this year, will feature a D13 engine designed to meet current and future emissions standards, with a new linear exhaust aftertreatment system that’s easier to service and delivers DEF better.

There are still some unknowns due to the constant onslaught of regulatory intrusion.

Schaeffer noted that the EPA is also in the process of finalizing the Phase 3 greenhouse gas (GHG) emissions standards for heavy-duty on-highway trucks. These will impact MY2028-2032 trucks and revise certain standards for MY2027 established by the Phase 2 rule. Phase 3 was expected to be finalized by the end of 2023, but now March of this year seems more likely. This will put more pressure on OEMs to improve engine efficiency in a shorter timeframe.

On the positive side, last summer CARB and the Engine and Truck Manufacturers Association reached an agreement called the Clean Truck Partnership to harmonize California and federal

NOx rules. It comprised all the major mediumand heavy-duty engine OEMs, from Cummins and Volvo to Ford and Isuzu. California had stricter levels that would limit the availability of what fleets in California could operate but now are aligned with EPA 2027 standards.

“I think that’s really good news because it takes away a lot of uncertainty from the manufacturers,” Schaeffer said. “Ultimately, I think it will result in the availability of more products.”

Pickup engine trends

Emissions requirements also continue to impact lighter-duty vehicles. Case in point, tailpipe emissions requirements in CARB states are aff ecting both diesel and gas powertrains.

“They’ve all had to get a bit cleaner to meet 50-state emissions requirements,” said Dave Sowers, head of RAM Commercial.

RAM Commercial has responded by replacing its entire powertrain.

“We will end production of our 5.7L HEMI engine for all of our light-duty applications,” Sowers said. “That is being replaced at the start of our 2025 model year, which is February 2024, with what we call our Hurricane powertrain.”

According to Sowers, Hurricane has been designed to meet customer demands for capability and efficiency while also satisfying emissions regulations.

“Hurricane represents a real inflection point for us in terms of engine technology,” Sowers said. “We’re going from a normally aspirated, overhead cam-type engine that was 5.7L to something almost half the displacement (Hurricane is 3L). But we’re getting higher output levels, much better fuel efficiency, and considerably lower carbon emissions.”

What’s unique about the Hurricane, Sowers pointed out, is that it’s an inline 6-cylinder with twin, low-inertia turbos. Each turbo feeds three cylinders to virtually eliminate turbo lag. Two output levels are offered. The high-output version provides 540 hp and 521 ft .-lb. of torque.

“That’s an incredible output level from a 3L engine,” Sowers said. Even the smaller version, at 400 hp and 450 ft .-lb. of torque, exceeds what RAM Commercial was getting out of the much larger HEMI engine the Hurricane is replacing.

RAM Commercial is introducing an all-electric ProMaster van in 2024. Sowers said electric light-duty pickups will be available in a few different formats: standard battery-electric, extended range, and a unique combination powertrain where a gas engine and generator are utilized along with a larger battery to achieve extended-range electrified operation.

Ford Pro is focusing on providing more options for its customers who require traditional gas or diesel powertrains. For example, the 2024 Super Duty truck has four engine choices, including the standard 6.8L V8 gas and a high-output 6.7L Power Stroke diesel V8.

“We have also doubled down on our commitment to hybrid leadership,” said Ted Haladyna, Ford Pro’s chief of product strategy and cross vehicle marketing. “In September, we revealed the 2024 Ford F-150 lineup, which includes the F-150 PowerBoost to give customers the capability they need.”

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Of course, electrification is something that continues to trend strongly in the lighter-duty vehicle classes. Haladyna said there’s a growing business case to transition to EVs for many of Ford’s commercial customers. These include the E-Transit van and F-150 Lightning pickups.

Expected benefits include lower fuel and maintenance costs, and greater uptime and productivity.

Last year, the E-Transit saw a nearly 90% jump in sales from Q2 to Q3. Though Lightning sales have gone up, production volumes were cut in half to 1,600 per week to start 2024.

Natural gas and alternatives

Natural gas is another emissions-satisfying alternative fuel that is continuing to have a stronger impact with commercial vehicles.

“These engines are already certified at or below 2027 standards for Class 7 and 8 long-hauls,” said Walt Collier, commercial sector manager for Chevron. “Chevron actually offers a one-lubricant solution for a mixed fleet of diesel and natural gas engines, our Delo 600 ADF product.”

In addition to its updated X15 diesel, Cummins is introducing its X15N during the first half of 2024. With power ratings up to 500 hp and 1,850 ft .-lb. of torque, the X15N is a natural gas engine capable of meeting CARB and EPA regulations in both 2024 and 2027.

“We’re really excited about this because we think it offers some real opportunities for our customers from a sustainability standpoint,” Ulrich said. “Fleets now have the ability to run a 15L natural gas engine that matches the performance of a diesel engine.”

Ulrich said Cummins has had natural gas engines for decades, but those engines were often placed into specialized niches within the industry.

This new X15N, on the other hand, is expected to catch on with a broader array of truckload carriers running typical routes.

Unlike previous natural gas engines from Cummins, which were ultimately “converted” diesel engines, the X15N features a cylinder head that is purpose-built for spark ignition. “That design allows the cylinder head to be optimized for the combustion phase profi le and cooling passages,” Ulrich said. “That provides for improvements in spark plug durability and maintenance intervals. Additionally, having the option to use renewable natural gas, which is readily available throughout the U.S., gives fleets an opportunity to have a drastic reduction in carbon intensity.”

While the cylinder head is purpose-built for natural gas, most components below the head gasket are common with the X15 diesel » The Cummins X15N is a purpose-built natural gas engine that’s being introduced during the first half of 2024. It’s capable of meeting CARB and EPA regulations in both 2024 and 2027.

Cummins

12 Fleet Maintenance | January/February 2024

Engines entering ‘hyper-efficiency’ era EPA and CARB will have a unified heavy-duty emissions standard beginning in 2027, requiring a 75% reduction in NOx and 50% reduction in PM (particulate matter). An even higher hurdle will be awaiting the industry in 2030.

“These new standards are exerting pressure on engine OEMs to deliver cleaner, more efficient engines, all while making their exhaust aftertreatment systems more effective,” said Walt Collier, commercial sector manager at Chevron, whose products include the Delo line of heavy-duty lubricants.

According to Collier, fleets can expect to begin seeing some new things when they start buying MY2027 heavy-duty trucks that are subject to the new requirements.

“These trucks will include a cylinder deactivation to help maintain higher temperatures within the aftertreatment system to improve NOx conversion efficiency,” Collier said. Other modifications will include closed-coupled, multistream, dual-aftertreatment systems consisting of two SCRs and potentially heated DEF dosers.

As was the case with previous changes to emissions standards, the 2027 requirements are creating implications for engine lubricants.

“We are already working to address several key aspects in the next category upgrade of heavy-duty engine lubricants,”

said Mary Galic, technology development manager at Lubrizol, a specialty chemicals company whose additives are used by a variety of OEMs and aftermarket marketers. Galic is referring to PC-12 (proposed category) oils that are slated to also hit the marketplace in 2027. Galic points to the need for improved oxidative stability due to anticipated increases in engine operating temperatures. Wear protection is another focal point.

“We also expect there to be a need for enhanced engine protection of valvetrain components,” Galic pointed out.

“We also see an ongoing push for optimized soot-handling capability. We don’t necessarily anticipate seeing higher soot levels in the field with new engines and aftertreatment systems. But we do want to be able to properly protect older engines by making sure there is backwards-compatibility as we continue formulating for PC-12.”

That is precisely why PC-12 oils will be offered in two versions. “PC-12a is more about backwards-compatibility, while PC-12b is more about increasing fuel economy on new vehicles,” Galic explained.

Some in the industry have already begun calling these new oils CL-4 and FB-4, although the API (American Petroleum Institute) hasn’t made anything official yet.

Regardless, the trend toward thinner oils is intensifying the need for enhanced wear protection and durability.

engine, helping fleets minimize new hardware, support, and training needs.

The X15N is actually Cummins’ first engine emerging from what it calls its Fuel Agnostic Platform, where multiple engine versions are derived from the same base engine. In addition to natural gas with the X15N in 2024, Cummins is developing engines to run on hydrogen in the 2027-28 timeframe. Diesel will continue to be offered as well.

Of course, initiatives such as CARB’s Advanced Clean Trucks and Advanced Clean Fleets are designed to begin driving the mediumand heavy-duty truck industry more toward zero-emission vehicles (i.e., EVs) as well, beginning in 2024. “Initiatives like those are actually in lockstep with our overall corporate objective

“FA-4 has already allowed us to unlock the fuel economy advantage of lower-viscosity engine oils,” Collier said. “Now the engine manufacturers have asked us to go even further. We may see viscosity grades of OW-20 and 5W-20 in heavy-duty applications. This would be a first for the U.S. truck market, though they’ve already started to become prevalent in modern engines in Europe.”

The development of PC-12 oils is still underway. If all goes according to plan, Collier said fleets will start seeing this next generation of heavy-duty lubricants licensed and available in December 2026, in time for the 2027 model year.

In the meantime, fleets should continue working closely with their OEs and engine oil suppliers to make good decisions on what to use right now.

It’s important to fully understand the recommended oil drain intervals and engine oil options based on vehicle and application.

“With the new hardware changes and emissions requirements coming, it’s also important to stay engaged,” said Greg Matheson, Lubrizol’s commercial lubricants product manager. “Fleet maintenance managers should learn as much as they can about these new oils being developed for 2027 and where they can fit into the fleet. The sooner a fleet can get out ahead of these changes, the better they can incorporate these new oils when they become available.”

of carbon neutrality by 2039,” Detroit’s Copeland pointed out.

Even though 15 years may seem far away, it really isn’t. Companies like Daimler Truck North America, with its Freightliner eCascadia heavy-duty and eM2 medium-duty electric vehicles, have already introduced vehicles to help initiate that transition. But that doesn’t mean a more efficient diesel engine won’t continue to have its place. Likewise, alternative fuels such as natural gas and hydrogen will continue to evolve and find application. Yes, 15 years is still a ways down the road, but the pace is going to start picking up considerably in 2024.

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IN THE BAY

When liftgates have trouble going up or down, expect a drop in uptime, too. A few experts offer troubleshooting and repair tips to keep your liftgates in operation.

By Seth Skydel

[ TRAILER ] Maxon

14 Fleet Maintenance | January/February 2024

E

very stop. Up and down, down and up. Day in and day out. That’s the life of a liftgate. And it’s hard to imagine that pickup and delivery duty cycles—and so many other operations—could function effectively without these mechanized lifts. But who really thinks about liftgates and the heavy burden placed upon them? Not many, unless they stop doing their job.

A malfunction can be caused by many components. While a liftgate’s job—raising and lowering the loading platform—is simple, it takes a complex partnership of mechanical, electrical, and hydraulic systems. Issues can arise from any of these areas. A drained battery, corroded wire, or a torn hose can all lead to downtime. (All good reasons to emphasize inspections and preventive maintenance.)

And being located at the back of the truck means a rear-end collision can also take the elevator out of action.

Because there are so many maintenance considerations, Arnold Kowal we asked experts to weigh Director, after sales in on liftgate best practices. service support, They range from liftgate and Maxon Lift truck body manufacturers to Robert Tonon dealers and service providVP of technical ers, and all have one thing services, Waltco in common: They do actually think about liftgates a lot.

Chris Parsons [The following was lightly Director of branch operations, edited for style and clarity.]

failures. Failing to properly grease fittings on a regular basis will also wear out bearings, bushings, or pivot points, and we have some platform misalignment issues that can cause difficulty in opening or closing.

Fatigue caused by overloading is a less common issue caused by lack of user maintenance. Pump or motor failures occur less than 5% of the time.

Arnold Kowal: The most common liftgate repairs are associated with either control switches or electric motor solenoids.

There are fewer repairs associated with replacement of metal components due to corrosion from exposure , de-icing agents, and the environment. Most manufacturers have adopted new processes for better corrosion protection, such as galvanizing or e-coating.

They also use alternative materials such as aluminum, stainless steel, or polycarbonates.

Cristian Fonseca: Frequent concerns include hydraulic issues such as leaks, pump malfunctions, or cylinder problems, as well as electrical faults caused by issues with switches, wiring, and batteries.

Less common issues, typically from accidents, include advanced control system malfunctions and major structural damage.

Chris Parsons: Most common are hydraulic line and fitting ruptures, and electric solenoid, wiring, switch and charging issues. There are also problems with platform linkages and chains on rail lifts.

Fleet Maintenance: What are some common and uncommon liftgate problems?

Robert Tonon: Electrical issues are typically number one. The two most common Cristian Fonseca problems are switches and Box/trailer shop motor solenoids, followed manager, Fleet Fast closely by electric motors.

Hydraulic problems, such as valves and coils not functioning properly, are second. To a smaller extent these days, unless there is a specific batch problem, leaking cylinders are second to valves and coils.

One area that is not common, found on heavy-use or older products, is simple pin or bushing wear. Left to fester, that can become a safety issue. This is an area where the attitude of “if it’s not broken, I don’t need to fix it” comes into play. Ultimately, it can compromise the life of the liftgate if not addressed in a timely manner, because the cost of repair becomes too expensive, and it’s no longer worth it.

Ryan Fisher: Common issues we have found are related to platform alignment and lighting failures caused by body builder modifications, so it’s important to inspect for those before putting the vehicle in service. We’ve also seen leaks in hydraulic hoses or cylinders, so we double-check the tightness of fittings and hardware and top off hydraulic fluid levels.

Especially in corrosive environments in the North caused by road salt, there are electrical issues with connections and some switch

FM: How often do liftgates require inspections and preventive maintenance?

Fisher: Proactive maintenance is the key to extending the frequency of repairs. Operators should perform daily visual inspections before using the liftgate, and check for any visible damage, loose or missing bolts, and signs of hydraulic fluid leaks. They should also ensure that safety features such as warning lights and alarms are functional.

For regular PMs, operators should refer to product documentation provided by the liftgate manufacturer for specific requirements.

At Bentley Truck Services, [an authorized service center for Isuzu, Hino, Mitsubishi Fuso, UD Trucks], we clean and grease gates at 10,000 or 15,000 miles depending on engine oil change intervals. We also perform either four- or six-month full liftgate PMs that take around two hours. Those include cleaning all connections and replacing any in the electrical or hydraulic systems that require it. The PM includes a full load test for proper operation and speed as well.

Fonseca: Service frequency varies, but hydraulic and electrical systems often require more attention. Regular inspections, ideally monthly, are recommended, especially »Check liftgate for high-use liftgates. latching components Tonon: Frequency is and motor enclosure usually not scheduled before each trip. specifically for liftgate Maxon

Panel of Experts

Great Dane

Ryan Fisher Director, dealership service operations, Bentley Truck Services

maintenance but rather follows the maintenance schedule of the truck or trailer, which could be every three months to as little as once a year.

Kowal: Operators should do a daily pre-trip inspection to look for physical damage, ensure operation of liftgate latching components for transit, ensure there are no unusual sounds coming from the liftgate motor enclosure, and verify all functions of the liftgate operation are working properly.

FM: When liftgates stop working, what are some troubleshooting best practices?

Fonseca: Troubleshooting best practices begin with an initial inspection for visible damage or wear and operational testing to ensure the liftgate functions correctly. A hydraulic system evaluation should check for leaks and assess pressure, and an electrical system check should include the battery, wiring, and switches.

Overall, always refer to the manufacturer’s troubleshooting recommendations.

Tonon: First, diagnose the problem. Don’t guess or needlessly change parts. Most tests are simple using a multimeter. In some cases, a pressure gauge is also useful.

Waltco offers a tool that can be accessed on a phone, tablet, or laptop that asks questions, and your answers direct you to the next step until you reach a diagnosis. It also provides the part number and ordering information. If the problem can’t be solved using the tool, it leads you to a phone number that you can call and speak to a technical support person.

Fisher: Begin with confirming and verifying the customer’s complaint by conducting a visual inspection of the liftgate and its components. It’s also important to review the load capacity to be sure the liftgate is being used within spec. Diagnostics can then begin and so should inspections of hydraulics for fluid leaks around hoses, cylinders and connections, and electrical systems, including power sources, grounds, relays, and switches.

January/February 2024 | FleetMaintenance.com

15

Kowal: In general, when troubleshooting any issue, you want to start at the source that provides power to the liftgate motor. This means checking the state of charge of the battery pack and/or the charging system.

If you are not using a hydraulic test gauge when troubleshooting a hydraulic system issue, you are essentially working blind. The pressure gauge provides visibility to technicians and allows them to determine such things as if the hydraulic pump is producing sufficient system pressure to lift a given load or if there is a blockage or leak in each circuit. It is always important to ensure you are using the correct scale of pressure gauge. The gauge should be operated at pressures that do not normally exceed 75% of the full scale of the gauge.

FM: In the event of a collision, what should technicians focus on when inspecting liftgates?

Parsons: Look for any bent or broken runner columns or arms and for major leaks. Check all pins and bushings, as well as rollers and the platform for damage.

Kowal: Technicians should be cautious of physical damage to liftgate components that may not always be obvious but can lead to binding of the liftgate geometry, which in turn leads to accelerated wear and tear of other components. Many times, these issues don’t show up until after you get the gate operational.

Fonseca: A post-collision liftgate inspection focus should include a structural assessment to look for any signs of damage, functional testing to ensure smooth operation and correct alignment, system checks to examine hydraulic and electrical components, and confirmation that all safety features are operational.

Tonon: Once the repair of physical damage is complete, the best practice would be to do a thorough test that involves making sure cycle times, pressures, and voltages are all within guidelines.

If any of these are not meeting the normal standard of good operation, it indicates something was missed in the repair.

Service considerations for pickup liftgates “Pickup truck liftgates should be given the same considerations as all liftgate types,” said Jody Lakins, sales support manager, key accounts, Waltco. “However, depending on terrain, pickup truck liftgates can be damaged from riding on rough roads in places like construction sites, so it’s important to make sure the liftgate stores properly to prevent the platform from releasing and being damaged.”

Many pickup truck users overload their liftgates, noted Ryan Fisher, director of dealership service operations, Bentley Truck Services. “We have seen issues with supports, bolts, broken chains, burned out motors, and even frames being bent,” he related.

“Just like any other liftgate model, pickup liftgates require visual inspections and maintenance at specified intervals, typically every 30 days,” said Arnold Kowal, director of after sales service support, Maxon Lift.

“These checks include but are not limited to platform support chains and cables if equipped, grease on all pivot points, an inspection of the pump enclosure area for any fluid leaks from hoses, cylinders, and/or fittings, and ensuring all mounting bracket hardware is tight.

“If the lift was attached by welding, check for any cracks in the attachment welds,” Kowal continued. “Ensure that the hydraulic oil reservoir is full and is of the correct viscosity for the area of the country or time of year. Check for wear at all pivot points and that the mechanical transit latch is working and that the liftgate switch is in good order.”

»Always check pickup lifts for platform support chain damage.

Maxon

Recommended tools for liftgate service and repair • Multimeter for voltage and ohms testing and to diagnose electrical problems • High-amp DC induction ammeter for testing charge systems and amperage draw • Pressure gauge to test pump and verify lift works efficiently • Hand tools that include wrenches, screwdrivers, hammers, pliers, side cutters, crimpers for both large battery cables and smaller gauge wire • Hydraulic test gauges to verify sufficient system pressure to lift a given load and to determine if blockage or leaks exist • Digital volt-ohm meter to measure voltage, current, resistance, and if a particular circuit has continuity or is open • Battery tester to measure voltage, current, and resistance under different conditions and identifies weak or failing batteries Other: • Grease gun • Electric tools with solder, heat shrink, etc.

• Safety glasses and gloves • Torque wrench • Small spill kit for fluid leaks or loss during maintenance • Small propane torch • Jack stands

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16 Fleet Maintenance | January/February 2024

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SHOP OPERATIONS

Succession plans for generational success Keeping a family-owned business going isn’t easy, but establishing ground rules and a strong culture will promote growth for decades to come.

By John Hitch

A

family business needs two major things in place if it wants to last, according to Pat Soldano, president of advocacy group Family Enterprise USA. “If they don’t have succession and governance in place, generation after generation, they won’t survive,” the former family business consultant warned.

Governance has two sides: corporate and family. Corporate governance dictates how the business is run, while family governance, Soldano explained, “outlines how the family interacts with the business: Who’s in charge? Who does what? What are the rules around family members working in the business?”

Th is could also include buyout provisions for members who want to exit the business, too. “I don’t care if you’re the president, or manager, and you have a child who you want to work in the business, they have to follow that policy,” Soldano said. Th is avoids the appearance of nepotism and improves morale among all employees.

The succession side is more tricky to figure out. As a leader, deciding who should carry on your work determines not only the fate of the business, but likely many families, not just your own. A lifetime of hard work can be erased with the wrong appointment. Roman emperor Claudius wasn’t so bad, and even expanded into Britain, but more well known is the nephew he appointed as successor, Nero. It didn’t go so well. Rome burned, he fiddled, and then committed self-regicide, thus ending the Julio-Claudian dynasty.

That’s why along with inheriting sound rules of governance, the new heir must also receive strong core values, ones that the family both preaches and practices, to then pass down to their successor. One of those values, Soldano noted, needs to be innovation, a necessary pillar of any business built to last. If they do, “they’re going to be much more likely to be successful,” Saldano said.

No two families are alike, and what defi nes success, and how to pick successors, vary widely. To help you form your plan, we found family businesses ranging from 100 years old to 100 days young to discuss their road to success, strategies for promotion, and how they plan to leave something substantial for the next generation.

18 Fleet Maintenance | January/February 2024

45603579, 59445223, 93602926, 174223010, 304878612, 55655918, 273806583 | Dreamstime

[ TALENT MANAGEMENT ]

All in the family

» From left to right: Jadon Henderson, Erica Guzman, Joe Gonzales, James Guzman, and Joshua Guzman.

James Guzman’s family repair shop is blossoming in the same area he picked crops as a kid.

Photos courtesy of Guzman Automotive

T

echnically speaking, last November is when James Guzman officially opened his fi rst family business, Guzman Automotive, in the Austin suburb of Taylor, Texas on Route 79. The 52-year-old co-owns the business, which provides maintenance and repair for passenger and light commercial vehicles, with his oldest son, Joe Gonzales. Th ree other family members are on staff as well, fulfi lling a goal several years in the making.

But for the past 11 years, James has worked with family members as owner and operator of a Christian Brothers Automotive franchise in the next town over, Hutto. His other son, Joshua Guzman, and son-in-law, Jadon Henderson, also worked there, as did his daughter, Erica Guzman.

Joe, who most recently was chief revenue officer at a commercial vehicle reman operation, had worked as a service manager of other Christian Brothers locations. They were working together, but that wasn’t enough for James. He wanted a place where the family name was on the building, things were run his way, and his children contributed to and benefited from their success.

So far, so good.

The leased 12,000 sq.-ft . building’s doors have only been open a few months, but the shop’s already breaking even. Two more locations should be operating within the next two years.

There’s no telling what the ceiling on the burgeoning business will be—but it’s likely high if Austin remains one of the fastest-growing metro areas. Getting to this point is already a career high, considering where the family started.

Now the family seems to have it all, but as Joe said matter-of-factly, “We come from nothing.”

» Joe (left) with baby brother Joshua, Erica, and sister Ashley (Guzman) Henderson as children in the mid-90s.

Route to success

The legacy of Guzmans working side by side along Rt. 79 spans at least six decades, all the way back to the mid-1970s. James’ parents, Jesse and Lyda Guzman, were born in the U.S., but as their grandson Joe explained, they had a “migrant worker mentality” back then. The whole family, no matter the age, did what they could to put food on the table.

“I can remember all the way back to pre-K, my sister and I—who were only 11 months apart and in the same grade—would get off the bus and immediately go across the street and start helping my mom work the fields,” James recalled. At first, this meant following Mom with a bag as she plucked cotton and corn from root and stem, and later doing it himself.

The middle child did this every summer with his six siblings until he was 13. James said his family started picking along Rt. 79 at 5 a.m., working their way east from their home in Round Rock over to Hutto and Taylor. They’d stop at 2 p.m. due to the

heat. Each kid would earn $20 a week. When there were no crops to pick, they would search for bottles and cans to recycle for a few cents a pop.

In 1985, James met his future wife, Christina Gonzales. One thing led to another, and when James was 15 and his wife 17, Joe was born.

It wasn’t easy, but they found strength in staying together. In 1993, James landed an assembly line job at the Dell plant in Round Rock, earning $4.50/ hour. Joe recalled how even a 15-cent raise would be a reason for celebration.

With hard work, James moved up to a prominent sales management role and a better salary. James oversaw several major accounts, such as NASA and Chicago and New York City public schools.

Ironically, the family could now afford to eat out at sit-down restaurants, but as Joe remembers, James was often too busy with work to enjoy the fruits of his labor.

“We haven’t seen him all week, we’re walking out the door. And he says, ‘You guys gotta go without me; I gotta go back to the plant,’” Joe recalled.

January/February 2024 | FleetMaintenance.com

19

Things were going well until the Great Recession, and James got laid off in 2009. Struggling at a new job and making a fraction of his last Dell salary, James needed a break. His daughter Ashley worked at a local Christian Brothers Automotive, which just so happened to need a hard-working leader to take over the franchise.

That franchise was owned by Jonathan Carr, the son of Christian Brothers founder Mark Carr. They worked out a deal and James was put in charge.

After 12 years of successfully running the business, James wanted to plant his own seeds.

He assembled the family, found a new, blank slate building outside of Christian Brothers’ territory, and started a new chapter on the old, familiar Route 79.

“Service as it should be”

James is fairly confident that where this building stands, as a boy he once used his little fingers to separate cotton blossom from stem. It’s all a bit hazy toiling in the dirt when the mercury hits 100.

The veracity of that is irrelevant. It’s a core component of the Guzman family history.

“They see I used to work the fields here, and now we get to come here and take care of people and make money,” James offered.

The Austin area has doubled in population to about 2.2 million over the past 20 years, so turning a profit here is a far easier proposition than it once was. The shop is ripe for fast growth with Samsung Austin Semiconductor just eight miles away from Guzman Automotive. Samsung has pledged $25 billion to its long-term domestic chip production there. The project will add 2,000 manufacturing jobs.

“We wanted to attack those fleet opportunities,” said Joe, who attends local meetings regarding the CHIP Act’s impact on the community. “We’re well aware of the revenue stream of commercial vehicles.” And now is the time to strike.

“We want to capture it as quickly as we possibly can, and get it in as early as we can,” James added.

The challenge now will be ensuring the current location holds true to the family shop’s motto: “Service as it should be,” harkening back to how James’ dad was treated when he pulled in for service 40 years ago.

“My dad never got out of his car when he went to a service station,” James recalled. “The service attendant would fill up his car, clean his windshield, check his oil and top it off if he needed it—and check his tire pressure, too.”

The five family members who work at the shop, plus five technicians, are all tasked with providing that same level of old-school customer service.

And any new location, which won’t have as much of a family presence, will also be expected to provide the same.

“I feel like if we keep it in the family, which we’re going to, we can give that kind of service that my dad used to receive when I was a kid at a service station,” James said.

To achieve that success, and to leave something to future generations, the family business needs to focus just as much on internal succession and

20 Fleet Maintenance | January/February 2024

» Guzman Automotive opened in November 2023, and plans to have two more shops by 2026.

Photo courtesy of Guzman Automotive

promotion planning as they do on providing old-school service.

The six-bay shop services passenger and commercial vehicles up to 14,000 lbs. and is packed with family, both related by blood and by sweat equity. Joshua is the vice president and Jadon the service manager, while James’ daughter Erica Guzman works up front as the guest service coordinator.

James’ and Joe’s wives helped with administrative work and policies, while his other daughter Ashley designed the company logo and created the website, while Joshua’s wife Courtney assisted with finances and invoices. Three techs also followed James from his last shop. They’re treated like family, and family like employees.

“Every Friday, we break bread together and we pray together,” said James, who went on to explain how important it is for employees to see and feel that “family atmosphere.” At a chain restaurant, that’s a platitude; here it’s a covenant.

The contracts and policies put everyone on equal ground. From time off to pay, everything is according to the contract signed on day one.

James said everyone is treated equally, even when it comes to time off over the holidays, “regardless of what their last name is,” and that is true even over the holidays.

If this rule was broken, “we’d run the risk of alienating our employees,” James said. “And you lose respect that way.”

This spirals into lost confidence and mistrust, and if the technician doesn’t quit outright, they could quietly quit, where productivity and attention check out but you still get a paycheck.

“When that happens, then it spills into comebacks,” James warned. “And we all know how that plays out—it turns into negative reviews, and that turns into less customers.”

To prevent that from happening, and essentially spoiling the reputation James spent a lifetime building, the family gets things right from the start.

“We’ve got to perfect what we want the business to look like here in our first shop,” James asserted.

To that end, training new employees will be done by the family, and every location will have at least one family member.

That is made easier when an employee literally becomes part of the family, as was the case

with Henderson. Before marrying Ashley, Jadon had worked at the Christian Brothers shop for a few years.

“We knew he was hungry, and he still is hungry,” James said. “You find somebody like that. And we can teach the rest.”

He is now being groomed for that role with network and leadership training.

“In two to three years, we’ve got to be able to leave him alone,” James said.

Fatherly advice

Joe, now 36, oversees all the day-to-day operations, leaving his dad to focus on strategy and the financial side. If there’s an issue or problem with a customer or employee, Joe proudly will bear the brunt of it.

“The better I make this thing, the less and less of that he has to do,” Joe said, a lump in his throat as all the sacrifices his father made flashed through his mind.

Armed with a lifetime of business lessons learned simply by watching his dad, Joe, who called James at different times his best friend and role model, is ready to take the mantle.

Chief among these are “looking people in the eye” and “saying what you mean and doing what you say.” Consistency in these areas cemented strong bonds with the Guzmans’ parts vendors as well, who offer the nascent shop the same service and urgency as they did when James was with the much larger previous franchise.

Overcommunicating has also “saved my tail a bunch of times,” Joe added.

Drawing from his grandfather’s experience, Joe recalled a recent time at the shop where a customer thought that all the vehicle’s problems were fi xed.

“It was not really covered in the repair, but we took care of it for free anyway,” Joe said.

When asked why he would do that for free, Joe replied “Because it’s the right thing to do. That’s my family’s name on the door, and that means more to me than making a few bucks off you.

“That’s the way Dad has taught us how to do business and that’s what we do,” he added.

If these family legends and lessons can also be learned by the eight (for now) grandchildren, this family that came from nothing will be able to sustain itself for generations to come.

son Jeff England branching off to found Pride Transport in 1979. In total, Gene has 32 grandchildren, 81 great-grandchildren, and three great-great-grand-children.

They all have the fortune of benefiting from the venture started by C.R. and expanded by his sons, as well as the unenviable position of living up to that legacy and ensuring it endures.

Planning for the future

» Gene England, president emeritus of C.R. England, Inc., began driving for his father’s company at 14.

C.R. England

GENErational success Interstate teen trucker. War hero. Great-great grandpa. Gene England will leave big shoes to fill at C.R. England, if the 104-year-old ever stops coming into the office. The legacy of innovation he instilled has the family ready for that day.

L

egacy means everything for the family-owned trucking company C.R. England, which spans four generations and generates more than $1.5 billion per year. It’s found everywhere—from the family crest on the trucks to the many England offspring working inside the business.

The company now comprises more than 4,000 trucks and 6,000 trailers, but like many fleets, it began with just one man and one truck.

Chester Rodney England started up the namesake family trucking business 104 years ago in Plain City, a small northern Utah farming town.

Prohibition had just started and Woodrow Wilson was president. C.R.’s son, Gene England, was just an infant then, but thirteen years later, at age 14, he got an Idaho driver’s license and began driving the family delivery truck. Gene would haul produce from local farms over to Wyoming and Idaho. Even during the Great Depression, Gene was having the time of his life.

And it’s because C.R. had faith in him.

“Dad was a man who thought I could do anything,” Gene, now 104 and president emeritus of C.R. England, Inc., told Fleet Maintenance.

Looking at the trucking legend’s lifetime of achievements, that’s difficult to dispute.

In the 1940s, Gene was married, had a son, and attended Brigham Young University. Life was good, but the world was at war. He was drafted into the Army and shipped out to the Pacific Theater.

During a push to gain ground during the bloody Battle of Okinawa, Gene’s division, the 77th, was surrounded and one of Gene’s brothers-in-arms was stranded in the open field, bleeding out. As Gene recalled to a local newspaper, he crawled

22 Fleet Maintenance | January/February 2024

under the hail of gunfire and pulled the wounded soldier to safety. He earned the Bronze Star for the daring rescue.

Bravery got him through the battle, but business savvy set him up for the future. Gene sold his cigarette rations—as a Church of Jesus Christ of Latter-day Saints member, he didn’t smoke— and managed to save $5,000. Upon returning stateside, he bought a 1940 Kenworth flatbed truck. His younger brother, Bill England, who also served, got home a few weeks ahead of Gene and found a job at a newspaper, which was not part of the plan.

“I pulled him off that newspaper and said, ‘Hey, remember, we’re gonna run a trucking business here,’” Gene recalled.

Their father changed the business name to C.R. England & Sons, and they started hauling lumber to Idaho. The boys would later buy out Dad, and Gene became president and Bill the vice president.

Gene eventually bought out Bill.

The carrier named for his father now dominates the refrigerated transport sector, earning a reputation for safety, innovation, and charity. Gene stopped hauling loads for good at age 90, at the request of his family, but still roams the Salt Lake City headquarters halls a few times a week.

“We all light up when we see him,” said Colin England, C.R. England’s director of accident prevention and Gene’s grandson by way of his son, Dean England. “He means so much to this company. And, when it comes to safety, his legacy stands tall. He drove more than 5 million safe miles. All our drivers know his name and legacy as they aspire to join the Gene England Million Miler Club.”

Gene and his late wife June sired six sons, all of whom worked for the business, with oldest

Order of succession has never been an issue, said Company Chairman Dan England, Gene’s second oldest. He came on as legal counsel in the late ’70s and was CEO from 1985 to 2011, when he transitioned to chairman of the company and chair of the American Trucking Associations.

“We all grew up washing trucks, servicing trucks, doing all kinds of grunt work—and it was good training,” Dan said. This was the same for his younger brothers Dean, Todd, and Corey, who all held executive titles.

Their brother Rodney also worked for the company, but died from diabetes complications in 1995. A chip off the old heroic block, Dan had previously given Rodney one of his kidneys.

Dan said one rule added with the fourth generation is that “no one can ascend to the executive committee unless they worked away from the company for a couple of years.”

Blood is not the only determining factor for leadership. Even with a family as large as the Englands, Dan, who has four sons, chose Wayne A. Cederholm II to succeed him as CEO in 2012.

This was the only time someone outside of the family ran the company. Cederholm began working at the company in 1980, won three straight grand trophy safety awards from the Truckload Carriers Association, and held several roles in the C-Suite.

Cederholm passed away after a lengthy illness in 2013 and Dan’s son, Chad, took over as CEO in 2013. His brothers Josh, Zach, and TJ are president, COO, and chief legal officer, respectively. Dan and his sons all share ownership.

“It was a lot more natural for my family to take over because I had the oldest kids who had been working in the business for quite a while and it just made sense,” Dan said. “And my brothers were totally into the idea of being bought out, so that worked well.”

He said succession will be more of a challenge in the future.

“Now that fourth generation?” Dan pondered.

“They’ve got to make decisions about future ownership.” And they need to do that soon.

Dan listed various scenarios for the future, from going public to getting bought out by an investment firm if the sons want to exit the industry. He stressed the goal is to keep the business in the family.

“But even greater importance is keeping harmony in the family and life,” Dan offered. “I can’t imagine my sons coming to my house for Sunday dinner, and having one or two of them choose not to come, or come and not speak to another one.”

Dan pointed to one mid-size carrier where the family dynamics went “crossways” over money “and it’s created a great stress in the family.”

That does not appear to be a problem in Utah.

Along with Pride, Plain City has spawned Knight and Swift, which merged in 2017. They all started in Plain City, and according to a C.R. England spokesperson, the companies have “cordial” relations, probably because they are all related. Knight is both Gene’s middle and his mother Maude’s maiden name. Carl Moyes, father of Swift founder Jerry Moyes, also drove for C.R. England long ago.

“I think because of the culture of Plain City, and the closeness of the families, it gave everybody a really good opportunity,” offered Gary Knight, vice-chairman of Knight-Swift, in the documentary “Diesel in the Water: Small Town Pioneers of American Trucking.”

Breeding a culture of success

Perhaps the most impressive accomplishment of Gene’s life is shepherding the family business into the fifth generation while keeping the family’s values and relationships strong.

“We love each other,” Gene offered. “I think that’s been the glue that’s held this thing together.”

The company also finds ways to scale its core values. Gene said his dad started the business to feed his family, and Gene and Bill grew that into a fleet that feeds countless millions.

That’s not just because the refrigerated transport giant keeps grocery store coolers full. Through a charitable initiative with subsidiary England

Logistics and the University of Utah, one meal is donated to a child per every load delivered. Nearly 11 million meals have been provided since 2018.

As a nod to Gene and Bill’s military service, C.R. England offers free tuition for CDL training at one of the company’s driving schools.

Though spawned from a rural town with Plain in the name, the carrier has always had a knack for spicing things up. That started with C.R. too.

Like Gene, Bill began driving at a young age, but his feet couldn’t reach the pedals. In what would be the first of many innovations, Chester allegedly attached blocks to the accelerator and brake pedals so Bill could reach them.

This carried into the logistics side as well. In the ’50s, C.R. England & Sons made the first coast-tocoast 72-hour reefer runs.

“We were innovators and we found ways to make those little trucks do the big things,” Gene stated.

To limit maintenance costs and avoid breakdowns, the trucks—usually Fords or Chevys— would be swapped out after about a year. The fleet’s current lifecycle is two to three years, with most maintenance handled at terminals in Southern California, Salt Lake City, and Laredo, Texas.

Dan and his brothers also ramped up innovation.

“When the boys came on, they started doing things better than we were doing them,” explained Gene, who can still remember the exact fleet size back then in 1977: 175 trucks. “And they found ways to boost things and make it better.”

They started measuring traffic to improve route planning. Technology was changing rapidly, and C.R. England was at the forefront. They implemented automation and computers in the 1980s, and in the early ’90s, started using Qualcomm’s mobile communications, Dan said.

“My dad has always worked hard and worked smart,” Dan said. “And we tried to follow that mantra as we went along. We recognized that [staying up to speed on technology] was essential for us to stay competitive.”

Gene noted the drive for continuous improvement “continues on” today.

Recently, the fleet has worked on fuel-efficiency studies with the North American Council for Freight Efficiency, a long-haul autonomous reefer truck pilot with Torc Robotics, and tested Platform Science’s Virtual Vehicle telematics platform.

Adopting Drivewyze Safety+ and dash camera technology is one of the ways the fleet has cut chargeable accidents in half since 2019, safety director Colin stated.

Changing with the times is important, though at C.R. England, all success is rooted in building up and trusting the next generation to lead the way.

“Dad and Bill were complete supporters of me and my generation, and as we came on, they recognized that what we were trying to do was improve the performance of our company,” Dan said. “They were there as great advisors, and we just took it and went with it.”

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How to spot new shop leaders Promoting from within is a great way for maintenance departments to ensure consistency. Here are some best practices in finding the employees ready to lead in new roles.

B

ig or small, new or old, every maintenance operation needs to take career advancement seriously. In a rapidly changing sector like commercial vehicle maintenance, all employees need training just to keep up with new models, technology, and tools. But how do you identify which of your employees are ready for leadership?

For starters, you should strive for a steady stream of capable—and homegrown—supervisors, managers, and executives trained in your ways who can drive growth and efficiency.

“We are system-based, so we want people who understand our system, who have been able to come into it and perform at that level and demonstrate that they’re capable of a little more with that,” said Sal Boemia, area maintenance manager for Penske Transportation Solutions South Central Area.

The former Marine sergeant has been with Penske since 2005, starting as a maintenance supervisor, and has been promoted five times.

One of the technicians he mentored, Penske Tech 1 Tommy Bass, won the company’s skills competition in 2023. Penske has more than 11,000 techs.

No matter how many vehicles run through the shop, he explained that standardized processes ensure consistency in preventive maintenance and customer satisfaction. A good leader ensures that these standards are adhered to and executed.

“We have locations that run 1,400 units, we have locations that run 300 units,” he said. “But I look for the same thing out of both of them, because we have the same playbook, regardless of size.”

24 Fleet Maintenance | January/February 2024

“The jump from the shop floor to shop office isn’t painless but I would say it is made easier by the training each tech receives in his or her time on the floor.”

Doug Conniff, regional service operations manager, Rihm Family Companies

Demonstrating initiative, essentially being the one to step up, and excellent communication skills are also inherent skills of a good leader.

While an area maintenance manager in the Northeast, Boemia recalled a tech who showed both qualities on display when visiting a shop in need of a manager. He noticed a tech crawl out from under a truck to then maintain a not-so-satisfied customer.

Icons © Md. Delwar Hossain | Dreamstime

1336281573 | Dmitry Kovalchuk | Getty Images

This tech’s communication skills and confidence in addressing the complaint put the customer at ease.

He backed up his soft skills by fixing the truck.

“This guy’s our potential future leader,’” Boemia remembers saying. He was right. That tech is now a district service manager at Penske.

It’s common practice at Penske for the role of lead technician to be a trial run for supervisor.

“We’re not going to leave them by themselves to necessarily handle everything, but we’re going to let them deal with the customer,” he said. “And then we’ll provide coaching in real-time, or based on feedback from the customer.”

At the district service manager level and above, Penske also provides the year-long “Leading Maintenance Excellence” program to improve communication skills.

Penske associates also undergo various personality tests, like Myers Briggs and Hogan Assessment, to identify future potential. This shows employees “how not only they perceive themselves, but how others perceive them, and then they could work on their development,” Boemia said.

When identifying new executives at Penske, the customer service quotient is just as important, said Gregg Mangione, EVP of maintenance for Penske Truck Leasing.

“If you’re going to spend too much money, err on the side of taking care of the customer in the moment,” he said. “Monday morning, we’ll review it, but you’re never gonna get in trouble for that.”

Mangione noted that despite the size and scale of Penske’s maintenance operations, techs starting out on the fuel island or shop floor have worked their way up to become VPs. Making the jump to the C-suite requires an “intelligent, analytical mindset” too, Mangione said, because of all the data involved, from financial to customer to maintenance.

They also need to “balance their time between tactical and strategic,” he added.

When considering giving a manager more shops to oversee, watch how their current facility runs when they are gone.

“If any leader goes on vacation and comes back and the place is still humming, that’s a sign of a good leader,” Mangione said. “If that leader leaves and the dominoes come apart, then they’re not leading properly.”

At any level, look for those future leaders to demonstrate the ambition to learn new skills.

“Our future leaders actively seek increased knowledge, whether through the many training programs we offer online, or on their own through secondary schools, or opportunities such as taking a project in the shop under their wings,” said Doug Conniff, regional service operations manager at Rihm Family Companies, a Minnesota-based heavy-duty truck dealer that has been selling Kenworth trucks for 92 years, the second longest span in the world.

“The jump from the shop floor to shop office isn’t painless but I would say it is made easier by the training each tech receives in his or her time on the floor,” Conniff said.

Rihm also invites guest speakers to the dealership for in-person learning.

Dealerships and larger operations can afford to send techs offs to get certified on new technol-

GENUINE PARTS

hendrickson-intl.com

Original by Design

ogy, or attend leadership training, but finding Small details can also provide helpful hints as and you’re the best at fi xing a truck, that doesn’t to who could be bumped up. time to do such things at smaller operations can necessarily make you the best at dealing with the be difficult. Classrooms aren’t the only places to “If you’re walking through the shop, and their bay customer,” Boemia said. He acknowledged that learn valuable skills. Even though he works for an always tends to be clean, neat, and organized, you both are important, but a leader must recognize organization as large as Penske’s, Boemia said he know that’s a potential candidate,” Boemia added. taking care of customers takes priority, otherwise owes much of his ascent up the ranks to reading.

Finally, remember the best leader isn’t always the “you have no truck to work on.”

“I credit a huge part of my leadership ability to one who troubleshoots trucks the most effectively the various books that I’ve read over the years,” or has the fastest standard time to repair.

For related content go to FleetMaintenance. said Boemia, who estimates he finishes 40 to 60 “Just because you show technical prowess, com/shop-operations books a year on subjects from military leadership to psychology and neurology. A few he suggests are: Ü “It’s Your Ship: Management Techniques from the Best Damn Ship in the Navy” by Michael Abrashoff Ü “Seven Habits of Highly Effective People” by Stephen Covey Ü “Extreme Ownership: How U.S. Navy Seals Lead and Win” by Jocko Williams Because a good leader must be able to steer the shop through smooth and rocky times, look for how an employee at the shop level handles failure, Coniff explained.

“Over time in the shop environment, all members of the team will experience success and failure,” Conniff said. “Those who keep humble on the wins and learn from the failures are destined to be leaders.”

Preparing for leadership also requires letting go of individual performance and considering the bigger picture.

“Letting go of hands-on results can be difficult but we continuously remind our team members to empower their teammates. Failure is not ideal, but it is necessary to learn,” he continued. “Once they trust their teammates to succeed, then and only then will they succeed.”

As you think about promoting leaders up the ladder, consider testing their project management mettle to judge teamwork abilities.

“Create heat moments where they’ve got to work on a project as part of a team…[where] they have to make a presentation to executive management,” suggested Mangione, explaining such an exercise helps upper management see how they navigate working with other departments and inevitable power struggles. “Th is puts Original Parts, Original Fit, Original Performance them in an uncomfortable space, but it’s a great stretch experience for them.”

Assign workers a collateral duty, such as managing coolant sampling, to test how a floor techActual product performance may vary depending upon vehicle configuration, operation, service and other factors. nician handles additional respon©2024 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries. sibility and follows the processes in place, Boemia said.

SPOTLIGHT ON SMART TRAILERS

Look who’s talking

Having a ‘smart’ trailer doesn’t just mean tracking its location throughout the day. It’s about giving a voice to the trailer components that matter most.

By Alex Keenan

If trailers could talk, wouldn’t that make the technician’s job a lot easier?

Various systems could just tell you what’s wrong and what they need to get right again. Thanks to the advent of sensors and telematics, modern trailers really do talk. Smart components such as tire pressure monitoring systems (TPMS) and transport refrigeration units (TRUs) can now indicate to management and drivers anything from tire pressure to trailer temperature.

This lets fleets prevent losing a load of perishables due to a faulty condenser, or avoid a blowout by taking care of an underinflated tire.

“We’ve had certain customers give us feedback of a 70% reduction in roadside calls,” said Jonathan Gravell, EVP of Pressure Systems International, which makes TPMS devices and telematics soft ware. “That’s huge. It really is a great opportunity to turn your fleet from being reactive to proactive.”

If one component can do that, then there’s no limit to the benefits a fleet could reap when every system on their trailer has been given a voice to articulate exactly what its current condition is. This enhanced communication, made more possible with telematics on the soft ware side and improved gateways on the hardware end, makes the fleet more informed and more profitable, too.

“When a fleet is looking at smart trailers as a way to save money, it’s about improving their operations,” said Cliff Creech, SVP at Phillips Connect, a trailer and chassis telematics provider. Because of the improved efficiency and health monitoring, and ability to dispatch the right resources when needed, Creech said, fleets using connected trailers “are able to operate and maintain their fleets at levels they just weren’t able to do before they invested in a smart trailer.”

The challenge now will be making sure each voice can be heard, and the various data streams don’t drown each other out.

“There are over 60,000 diagnostic trouble codes that are registered [in SAE recommended practice J1939 alone],” said Jon White, transportation industry consultant. “With that volume of data that can come in, the poor guy that’s standing there in the shop trying to repair the piece of equipment and has got to look at diagnostic and repair codes has to have some support.”

Each fleet will have to integrate and prioritize based on their operational needs and budgets, but it’s important to know just what’s out there to help improve your trailer’s communication skills and how that can benefit your fleet. Here’s an overview of current solutions to help you do that.

“[TracKing] provides energy usage analytics to help fleets understand what they can do to reduce fuel costs and track results from their actions,” said Dominic Hand, VP of IT and Connected Products, Thermo King. “It’s like having a technician riding in the trailer who is constantly checking to see what can be improved and making recommendations.”

Meanwhile, Carrier Transicold customers can leverage its Lynx Fleet telematics solution.

Thermo King

TRU

Temperature data was one of the earliest use cases for the Internet of Things in logistics. Now, it has evolved to provide actionable insights for reefers.

Thermo King’s TracKing Pro Telematics offers an analytics dashboard that allows you to view emissions and receive predictive alerts. The Alarm Triage Insights feature recommends steps to understand and mitigate issues.

26 Fleet Maintenance | January/February 2024

“From temperatures maintained in cargo areas to refrigeration equipment performance, Lynx Fleet monitors and collects scores of inputs from every asset,” said David Brondum, director of Telematics, Truck Trailer Americas, Carrier Transicold. “It distills, analyzes, and consolidates much of this mission-critical data into different insights so fleet managers can quickly spot assets that may require special attention.”

FIFTH WHEEL

Every tractor-trailer needs a fifth wheel, but Fontaine Fifth Wheel claims it’s the first to offer one with a brain. The SmartConnect fifth wheel provides fifth wheel telematics, locking status notifications, lock position sensors, and adjustment and wear updates, increasing service life and reducing maintenance costs.

“Basically, we’re taking the guesswork out of fifth wheel maintenance and automating it,” said Shane Wolfe, director of engineering, Fontaine Fifth Wheel. “It can accurately anticipate maintenance needs before problems surface.”

Jost International also offers ‘smart’ fifth wheels with the UBK Sensor Wheel and Loc-Light sensor system. The former offers in-cab notifications when the fifth wheel is safely coupled, while the Loc-Light uses indicator lights on the wheel itself.

ConMet

P.S.I.

WHEEL-END SENSORS

P.S.I. offers both physical and digital versions of ThermALERT, which monitors wheel-end temperatures to avoid costly wheel-off events.

“Instead of a thermal event happening on the trailer, with a sensory input, we can now say, ‘Your trendline and your standard for this application is 125 degrees,’” Gravell explained. “Then you can start flagging anomalies.”

SKF, a bearing manufacturer and seal supplier, offers the TraX Wheel End Monitor, which tracks wheel bearing vibration and raceway spalling.

“While using TraX WEM, it alerted us to a bearing issue well before we could have found it and even before their PM cycle would have caught the issue,” said Kyle Mitchell, regional service manager at Maverick Transportation. “We were alerted well before there was a bearing failure or catastrophic event.”

951127132, 951702868 | mechanick | Getty Images

GATEWAYS AND GPS

Trailer gateways are the voice box of a trailer. While Phillips Connect’s EZTrac gateway offers GPS tracking, the company’s Smart7, StealthNet, and SolarNet gateways provide tracking and more. Often mounted on the trailer nose or door, the SolarNet comes with an integrated, solar-powered tracking system that covers trailer status and location, while the StealthNet features hidden installation and health, location, and efficiency data. The Smart7 gateway covers GPS location and tracking, lightout detection, and a PLC reader to handle ABS fault codes. To Cliff Creech, the features beyond GPS tracking are what truly make a ‘smart’ trailer.

“People who want [affordable] prices tend to start off looking at EZTrac,” Creech noted. “And when they look at what they’re really trying to accomplish, they buy a Smart7 or a StealthNet or SolarNet product instead.”

ConMet

TPMS AND ATIS

TPMS and automatic tire inflation systems (ATIS) are some of the most common trailer integrations, said CJ Biank, global market manager – Networks Business at Grote Industries. Many systems offer alerts when tire pressures deviate from certain thresholds, such as Aperia’s Halo Connect, P.S.I.’s TireView, or ConMet’s SmartAir - TPMS. ATIS systems like SAF-Holland’s SAF Tire Pilot Plus and Drōv Technologies’ Drōv SI system offer automatic tire inflation via hubcap air hoses. Both systems let fleets actively manage their tires.

“As part of our [TaaS] managed care program, if we’re alerted about tire pressure issues from the sensing system, we dispatch a technician to repair the exact tire we indicate, so the customer avoids sending a driver to a trailer with an imminent failure,” said Cory O’Brien, VP of Marketplace Operations, Wabash. “This saves time and money for all parties involved.”

CARGO AND AXLE SENSORS

Cargo cameras and sensors are not only helpful to deter thieves but also critical for meeting weight regulations.

These systems can be as simple as tracking if a trailer is full or empty, or as complex as monitoring volumetric load data or door open and close sensors. ConMet’s SmartAir – Axle Load can monitor weight distribution across axles by tracking air suspension line pressure and provides alerts if load adjustments need to be made.

Roady Ready by Clarience Technologies’ FleetVIZ platform also offers load status and door sensors.

“Wabash makes the Road Ready smart trailer system standard on all dealer stock units as well as all TaaS units, and it’s a key enabler for Wabash to continually improve uptime and total cost of ownership,” O’Brien said. Wabash advises tracking “weight sensing for durability, safety and compliance, [and] door sensors for theft reduction.”

LIGHTING

Lighting telematics can notify drivers and fleets when their lamps short or burn out, which is critical when lights are one of the top five out-of-service violations of the Commercial Vehicle Safety Alliance’s 2023 International Roadcheck.

Grote Industries, a vehicle lighting manufacturer, offers the 4SEE Smart Trailer System, which uses a CAN-based harness and Smart Nosebox that can integrate rear-view cameras, ABS data, cargo sensing, and lamp monitoring. Smart Tail Lamps pull data directly from the trailer’s lights.

“If there are issues with a lamp, the driver and/ or fleet team will receive a notification that the lamp is not operating,” Grote Industries’ CJ Biank reported. “The specific location of the lamp will be automatically identified for easy repair/ replacement.”

Grote Industries

January/February 2024 | FleetMaintenance.com

27

SPOTLIGHT ON WORK ORDERS which means more uptime and fewer problems on the road.”

Every maintenance operation would like to see these areas improve, but according to Walters, optimizing work orders is not a priority. This leads to inefficiencies and wasted effort—neither of which a maintenance department can afford due to high labor and parts costs.

“There are still a lot of shops that produce work orders after the fact, but that process doesn’t take advantage of data on assets, so you lose its effectiveness,” Walters said. “After the truck is done is not the time to find out if the part was under warranty or if the repair was repetitive.”

Streamlining service with work orders

»Digitizing work orders offers insight into shop efficiencies and streamlines approvals and order tracking.

Fleetio

Starting repairs the right way Optimizing work orders creates a chain reaction of positive benefits in the shop.

M

By Seth Skydel

aintenance work starts and stops with work orders (literally). As such, their importance should not be underestimated, according to Dave Walters, senior solutions engineer at Trimble.

“Work orders are the heart and soul of any shop management system because they are essential for better decision making, and ultimately for lowering costs and downtime,” he said.

Walters noted that at the start of a service event, a work order begins collecting critical data, such as warranty status and repair history. Fleets can leverage these regardless of whether the work is performed in-house or by a vendor. The challenge is getting the right data to help technicians quickly diagnose and repair issues. If the shop already does a good job at this, the next step is taking the time to find areas that can be improved or optimized.

It will always be time well spent.

“Optimizing work orders plays a crucial role in the overall efficiency and effectiveness of service operations, benefiting both the provider and the fleet through improved speed, accuracy, and transparency in the service delivery process,” said Stephen de Launay, global product evangelist, Chevin Fleet Solutions.

28 Fleet Maintenance | January/February 2024

Ultimately, this results in higher-quality service and, most importantly, a better overall customer experience, he said.

A main benefit of an effective work order creation process is improved shop throughput, noted Robert Nordstrom, VP of customer solutions at Decisiv. “That also leads to an increased effective labor rate because you’re now wasting less time,” he explained.

“With correct work orders, you’re moving vehicles in and out less because you’re not waiting for an estimate approval,” Nordstrom added. “And you’re going to see an increase in parts and labor sales if you have a system to document repair needs because the best work you can have in the shop is work that’s already in your shop.”

Optimizing work orders benefits service providers and their fleet customers, related Fullbay COO Chris O’Brien.

“Shops see more efficient repairs and parts ordering and can invoice for work as soon as it’s completed,” he said. “Fleets can stay apprised of issues that may impact their vehicles, like recalls or upcoming inspections. And effective work order creation also improves the accuracy of repairs,

If you’re still using paper and pencil to fill out work orders, then digitizing is the most obvious switch to make.

Nordstrom noted VIN validation is “probably the most critical piece of information you need to gather when you’re working on a vehicle,” and this is made even more difficult when some information is jotted down on a clipboard as opposed to a tablet.

“The challenge is compounded when work orders are handwritten because different people are writing things down, while others may be entering the information into a system,” Nordstrom explained. “We use QR codes with our SRM platform to start work orders because they bring up an accurate vehicle record. If you don’t have correct information up front, you’re dead in the water before you ever get started.”

Digitizing work orders will also boost the overall effectiveness of your fleet maintenance management systems, noted Shay Misra, product marketer at Fleetio. “[Digital work orders] simplify the tracking of work and offer real-time updates on the status of each order whether it’s open, pending, completed, awaiting approval, or approved,” she said. “That makes managing workloads and pinpointing inefficiencies, such as inventory shortages or scheduling conflicts, much easier compared to traditional methods.”

In addition, they facilitate uniform reporting and enable tracking to help manage workloads and pinpoint inefficiencies. By pairing the right technicians with appropriate jobs and utilizing shop space effectively, repair efficiency and accuracy are enhanced. Furthermore, tailored work order labeling generates detailed service reports that can provide deep insights into maintenance operations and asset downtime.

Digitizing repair orders is crucial in the maintenance of construction equipment, which has much higher downtime costs than an over-theroad truck.

“With manual methods, unless the mechanic had personal experience with the equipment, there was no way to know its history, if other items on the machine were up for repair, or if the fix was a warranty issue,” explained Hayden Price, technical product manager at Heavy Construction Systems Specialists, a construction maintenance

software provider. “But now, each piece of equipment’s entire work and repair history is stored within the maintenance management system, giving the technician a complete picture of the equipment being maintained.”

This enables equipment specs and warranty and insurance information to be entered into the CMMS, and then the work order is created with far more contextual information, which streamlines the repair.

“As a mechanic prepares to work on a piece of equipment, they have immediate access to part numbers, diagrams, and technical specifications,” Price explained. “They can look up warranty information to see if a piece of equipment is under warranty, saving costs.”

A work order can also effectively incorporate defects reported between PMs and create a pending repair for non-critical items to address during the next maintenance interval. Using that information, a truck can also be tracked when it is in a shop. Frequency data on service between PMs helps determine the effectiveness of preventive maintenance programs.

Helpful data, of course, is also generated by the driver, so another way to optimize work orders is by digitizing the driver vehicle inspection report.

“When a driver performs an inspection using pencil and paper, the process isn’t always completed effectively nor is it verified, and defects may not be properly communicated to the maintenance staff,” said Wayne Deno, VP of freight & over-theroad services, Zonar. “A repair request filled out on paper must survive a daisy chain of transfers from driver to mechanic.”

He added that solutions such as Zonar’s eDVIR enable work orders to start more quickly and with more accuracy.

“Similarly, maintenance platforms can provide vehicle health, fault code information, and location, so needs can be immediately and accurately transmitted, and the process gets underway with minimal friction,” Deno said.

Seven reasons to optimize work orders Stephen de Launay, global product evangelist, Chevin Fleet Solutions, on the value of work order optimization: Speed and Accuracy of Repairs: Optimized work orders ensure that repair tasks are clearly defined and communicated to technicians. This leads to faster identification of issues and more efficient repair processes. Accurate and detailed work orders reduce the likelihood of errors, ensuring the right parts and labor are allocated to each repair job.

Customer Satisfaction: Optimized work orders reduce downtime and offer a more transparent understanding of the work performed, leading to enhanced trust in the service provider.

Streamlined Service Processes: Optimized work orders contribute to a more streamlined service process by providing clear instructions and standardized procedures, allowing technicians to focus on their tasks without unnecessary delays. A streamlined service process also enhances communication between different teams involved in the repair, fostering collaboration and improving overall coordination.

Streamlined Business Processes: Optimized work orders contribute to more efficient invoice creation and documentation of work performed while reducing billing errors.

Better Shop Throughput: Optimized work orders minimize downtime and idle periods. Efficient work order

Whatever level of optimization an operation can manage, keep in mind effective work orders have several features in common, Fullbay’s O’Brien noted. For example, a vehicle service history lets technicians see work that the unit has had done in the past. If a part fails, you can leverage the vehicle history when making a warranty claim. As O’Brien pointed out, efficiency tracking helps attract technicians by enabling the ability to

management allows service providers to maximize the use of their resources, including technicians, tools, and equipment.

Insights Into Recurring Issues: Optimized work orders can provide valuable insights into problems across a fleet, enabling service providers to proactively address issues and implement preventive measures. Tracking patterns allows for informed decisions regarding training, equipment upgrades, or changes in maintenance procedures.

Compliance & Reporting: Optimized work orders facilitate compliance with industry regulations and reporting requirements. Accurate documentation ensures that the service provider meets legal and regulatory standards.

offer bonuses, and preventive maintenance forecasting allows the ability to plan and schedule systematically and proactively.

“Turning a work order into an invoice should not need to be an extra step that involves bringing in additional software or administrative work that leads to mistakes,” O’Brien continued. “With just a click, it should save time and aggravation and allow shops to settle up on the spot.”

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Automating work order creation helps determine parts needs for PMs, repairs, recalls, and campaigns that are pending. That lets you take full advantage of labor time. For example, if you’re waiting for parts for one job, a technician can seamlessly transition to another task where the parts are available immediately.

Work orders serve as the basis of accurate invoices, so optimizing work orders will also help optimize a number of other areas as well. When you compare the costs to the shop with the invoice amounts, you can then determine gross profit, track labor to compare technician time to SRTs, and generate productivity reports. Having this kind of information allows technician assignments to be more effective and the need for additional training to be identified.

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January/February 2024 | FleetMaintenance.com

29

GUEST EDITORIAL » Vanair’s Goodall brand Boost•All portable jump cart features an internal AC charger, extra-large pneumatic tires and a voltmeter to monitor battery charge levels.

Vanair

Getting the jump on engine starting Why choosing the right starting solution is critical to safety, efficiency, and productivity.

When batteries fail to provide sufficient starting power, the immediate result is a loss in vehicle and worker utility. If the wrong method of jump-starting is employed, the impact on man and machine can be much more serious.

Batteries have a finite life span and will ultimately fail over time. However, by selecting and deploying the most appropriate method of boosting them, smart fleet maintenance professionals can keep their vehicles and workers safely moving and their batteries functioning.

Let’s start by dispelling some myths and reviewing some mitigating factors, then move on to my favorite topic — solutions.

By Jeff Steer

VANAIR STRATEGIC SALES MANAGER Jeff Steer is the strategic sales manager for Engine Starting, the Engine Driven Compressor, and Aftermarket Accessories at Vanair. He continues to expand the company’s customer base, develop its sales team, and equip both distributors and fleet customers with the knowledge and training they need to make informed product decisions. He joined Vanair in 2017 as national sales manager following its acquisition of Goodall Mfg.

30 Fleet Maintenance | January/February 2024

What exhausts the battery?

A lot of folks think that winter kills batteries, but that’s not really accurate. In reality, the warmer months often fatally injure batteries; the colder ones finish them off.

Last-mile delivery duty cycles, hydraulic equipment, hotel loads, and parasitic electrical equipment can deplete batteries far beyond an alternator’s ability to replenish them. The batteries never fully recover and get weaker and weaker. When the weather gets colder, the engine’s fluids get more viscous, and the starter asks for more than the battery has left to give.

Operator error also plays a significant role in battery failure, a fact that often gets overlooked. Operator behaviors such as forgetting to turn off the lights or overworking an engineoff vehicle at a jobsite can result in significant battery replacement costs. Additionally, vehicle batteries working overnight at truck rest stops further place a strain on budgets due to similar oversights.

The number one reason for a “no start situation,” meaning the vehicle will not crank over and start on its own, is operator mistreatment of the battery. So, my first recommendation is to promote battery health awareness to operators.

Jumping to conclusions

We’ve all heard the stories about jump-starts resulting in catastrophic outcomes. However,

it’s typically not due to jump-starting but to a cracked or damaged battery. Other possibilities include using an outdated jump system, reversing the polarity when hooking up the cables, or applying the wrong voltage. Let’s face it—the technician sent out to the yard to jump a vehicle may not be the most seasoned repair veteran.

Done correctly with the proper equipment, though, jump-starting isn’t dangerous nor will it damage onboard electronics. If you use best practices and if the jumping equipment is up to date and its voltage is protected, jump-starting is not an unsafe practice in any temperature.

Jump-starting methods

Now, let’s explore the key differences between jump-starting methods, when each one is most appropriate, and what to watch out for.

Vehicle-to-vehicle is the most basic form of jump-starting. All you need is a pair of jumper cables and two vehicles with matching voltage, and you’re all set. Because it’s still possible for a novice to connect cable clamps to the wrong poles, make sure your jumper cables are the newer polarity-protected type. A range of polarity-protected, plug-to-plug jumper cables with a variety of cable gauges are available. I also recommend an Antizap surge protector that shields delicate electronics from transient voltage spikes or voltage surges, which is available from Vanair.

It’s best to use the V2V method in non-urgent situations where traffic is not an issue. This allows you to safely position the two vehicles in optimum orientation for cables to reach and clamp on to the correct battery terminals.

This method offers low equipment costs, and the cables last multiple years if stored correctly.

The downsides are lower volume capabilities, more time, and higher labor costs.

Another option is the mobile battery cart, which typically comprises traditional Group 31 or AGM lead-acid batteries on a wheeled cart delivered to the downed asset via another vehicle. Keep in mind that mobile carts have a finite amount of power to lend out before needing a recharge themselves.

This option is appropriate for a low volume of vehicles, as they can only provide a handful of jumps before being tapped out. These carts are an essential tool for any shop, and if correctly engineered, their 12-volt batteries will be wired to start both 12- and 24-volt equipment.

GUEST EDITORIAL These also have a low to moderate equipment cost, and like V2V, they have low volume capabilities and higher time and labor costs.

The anticipated equipment life expectancy for mobile battery carts is three to five years.

The performance of lithium-ion batterybased jump packs is far superior to any Group 31 lead-acid counterpart. They are lightweight, high-performance energy storage systems with the capacity to start many more vehicles sequentially before needing to be recharged.

These power-dense engine starting tools come in a broad range of sizes. Vanair offers its Goodall brand, Start•All Lithium-Ion Jump Starters and Power Packs in capacities ranging from 2,500 amp, 12-volt, 333,000 joules all the way up to 10,000 amp, 12/24volt, 166,500 joules. Rugged and compact, these handheld devices can fit in tight spaces.

Li-ion packs are versatile and boast high-volume vehicle starting capabilities. Smaller versions are perfect for starting 6-liter gas and 4-liter diesel engines on passenger vehicles. Larger versions are powerful enough to jumpstart 16-liter diesel semis, buses, construction equipment, and agricultural equipment.

These cost more than Group 31 lead-acid, battery-based devices but have far higher volume capabilities from a single unit. They also take less time per jump and thus produce lower labor costs. There are many options available based on style, capacity, and price point, so fleets can choose the best fit for their needs. Anticipated equipment life expectancy is two to three years.

Supercapacitors reliably deliver powerful cold-cranking amps for up to 1 million cycles. They are capable of delivering 12- and 24-volt starting power whether the ambient temperature is as low as -40 degrees F (-40 degrees C) or as high as 149 degrees F (65 degrees C). Vehiclemounted options are available and come in a variety of models, including compact battery-driven and hydraulically driven.

These are best suited for extreme, high-volume, financially driven situations. Let’s say you have 30 heavy-duty dozers in below–zero temperatures or 20 transit buses on a bone-chilling morning, all needing a jump. And if you’ve got a big excavator capable of generating tens of thousands of dollars in revenue per hour, every minute that vehicle doesn’t start loses you money, so you need the fastest and most powerful solution.

These, of course, have the highest equipment cost compared to all other forms of engine-starting technology. Higher volume capabilities and higher cranking power means less time spent per start, equaling the lowest labor cost. There are also several models, styles, capacities, and price points that can precisely meet a fleet’s needs.

A major positive is that a supercapacitor’s life expectancy is 10 to 15 years, or 1 million cycles.

Final thoughts

Dead batteries are bound to happen, so it’s important to be ready for them. Whichever jump-starting method your fleet chooses to employ, please keep safety top of mind. And if you’re ever in doubt or have a question on this technology, reach out to me at jeff.steer@ vanair.com, as I obviously love talking about this topic.

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DIAGNOSTICS

Three diagnostic trends shaping maintenance in 2024 Noregon’s 2024 report on the commercial vehicle diagnostics sector found that telematics, remote diagnostics, and even AI are working to address evolving complexity concerns.

By Mindy Long

Available data exponentially increasing

Economic uncertainty, rising demand for uptime and utilization, and the technician shortage are creating challenges for maintenance providers and fleets alike, but the convergence of connected vehicle and shop technologies is helping to increase efficiency, streamline repairs, and minimize dwell time.

Noregon’s “Unpacking the Commercial Vehicle Diagnostic Market 2024” report found that the trucking industry has embraced advanced electronic and remote diagnostics solutions, and maintenance providers are tapping into data while adding electronic scan tools and shop automation solutions to help meet fleets’ changing needs.

SHOPS 29%

36%

¢ Not interested

The report also found new opportunities for shops. The truck population continues to age, driving revenue from parts and service.

Sandeep Kar, chief strategy officer at Noregon, said he expects fleet managers and owners to focus on service and maintenance throughout 2024 to help control costs.

Here are three key takeaways from the report.

¢ Slight interested

The amount of electronics used in today’s trucks is at an all-time high, with most new powertrains, chassis, safety technologies, and emissions control systems generating a tremendous volume of data, including information on system and component performance and the vehicle’s health.

Interpreting and analyzing that data can significantly enhance a technician’s ability to diagnose faults accurately. A key focus for diagnostic solution providers is utilizing and harnessing sensor data to develop and deliver actionable insights for shops and fleets.

FLEETS

35%

17%

14%

4% %

¢ Moderately interested

30%

38% ¢ Interested

32%

19%

10% 3% %

¢Very interested

About 1 out of 3 shop workers have at least moderate interest in AI.

Remote diagnostics is the most important telematics-enabled feature based on the weighted average of the ranking exercise, with 33% ranking it the overall most important feature.

5.18 4.48

4.25

4.18 3.61 3.24

Remote diagnostics

Alerts

Vehicle health scores

Noregon

32 Fleet Maintenance | January/February 2024

Track and trace

Safety scores

ELD

3.06

Video telematics

According to the report, diagnostic data analysis will continue evolving in 2024, with the insights delivered to technicians and shop and fleet managers becoming increasingly descriptive, predictive, and prescriptive.

“This will be particularly important in 2024, as shops deal with the pressures of handling a high degree of workflow caused by the rising average fleet age and fears of a recessionary environment,” the report stated.

Data analysis and the use of artificial intelligence can aid repair facilities by minimizing vehicle downtime, reducing the time spent waiting for parts and increasing safety. AI in particular could aid in vehicle intake, data diagnostics, data interpretation, repair guidance, and workflow automation. The report found that 35% of shop personnel surveyed had at least moderate interest in AI, versus 36% not interested. At the fleet level, 32% expressed at least moderate interest versus 38% not at all. Initial applications, which Noregon expects to see adopted beginning this year, will likely focus on areas where a technician or shop manager performs repetitive functions to enhance productivity.

Noregon also expects the demands from fleets requiring vehicle data access and regulatory pressures on the industry to provide vehicle data access to vehicle owners to increase throughout the year.

Demand for connectivity on the rise

The ability to remotely diagnose and re-program vehicle systems and components without bringing them to a shop is resonating with fleet maintenance managers and technicians and can help reduce service and maintenance costs and dwell time.

“Technologies enabled by connected vehicles such as remote diagnostics can not only help in reducing dwell time in shops by diagnosing vehicles even before the vehicle reaches the service and maintenance location but also enable better management of scheduled and planned maintenance events and reduce parts expenses,” Kar said.

Noregon has seen a significant increase in demand for remote diagnostic solutions from fleets of all sizes, vocations, and duty cycles. In the report, connected vehicle technologies such as telematics emerged as the most important technological focal point for both the demand and supply side of the commercial vehicle industry. Kar said 98% of

fleet maintenance managers taking part in the report said they have used telematics for fleet service and maintenance. Respondents rated remote diagnostics as the top telematics-­ enabled feature.

Kar added that diagnostic OEs offering electronic diagnostic tools, repair guidance solutions, diagnostic tool management programs, remote diagnostics, and on-demand remote access to skilled technicians are best positioned to create value for shops and fleets alike. Remote diagnostics was identified by one-third of respondents as the most important telematics-­enabled feature. Video telematics was the least important.

“Fleets will demand not only products but also services and solutions that provide both descriptive and pre­scriptive insights to help reduce downtime and dwell time and enhance the shop’s ability to quickly and com­ prehensively service and maintain commercial vehicles,” Kar said.

A growing number of fleets with vehicles used across disparate climates, operating conditions, and duty cycles are transitioning from planned and scheduled maintenance to condition-based maintenance to help minimize scheduled downtime and maintenance costs.

“While this trend was found to be of moderate severity in 2023, we expect economic environment and profitability pressures on fleets will lead them toward greater focus in this area in 2024, which can lead to accelerated demand for telematics-­ enabled, condition-based maintenance solutions,” Kar said.

Maintenance providers’ adoption of diagnostic tools

Commercial trucks and trailers are becoming more complex, which Kar said is exacerbating the shortage of skilled technicians.

“Our customers and partners are seeing the technician shortage as a ticking time bomb that requires defusing through solutions that not only reduce the burden on the current pool of technicians but also attract new technicians to the service and maintenance industry,” Kar said.

Hiring technicians is one of the top challenges listed by independent repair facilities and dealership service managers and fleets.

Compared to last year’s report, the challenges of hiring techs at the fleet level rose from 49% to 52%, and accurately/effectively troubleshooting/

diag­nosing increased from 45% to 48%. The bigger issue was having enough work to keep techs busy, which doubled from 10% in 2022 to 20% in 2023.

Hiring techs was far less problematic at independent shops, however, with the number of those who said it was a challenge steeply dropping from 72% to 58%.

One thing is clear: More are turning to electronic diagnostic tools and solutions to help increase efficiency, enhance overall shop productivity, and reduce dwell time.

Among respondents, 35% of shop managers said they will increase the number of electronic diagnostic tools in their shops in 2024.

“This year’s study showed how rapidly this increase is manifesting in shops and fleets. In 2016, the diagnostic tool to technician ratio—the number of tools per technician—was 1:6, which is now expected to reach 1:3 by the end of 2024,” Kar said.

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Despite economic uncertainty and a generally soft freight market, 62% of shop and fleet managers have a largely positive outlook for their service and maintenance shops, Kar said. “This can be attributed to the fact that the average age of Class 8 trucks is now 12-plus years, and in periods of economic uncertainty, fleets typically delay purchase decisions and extend trade cycles, which causes heightened reliance on service and maintenance locations,” he explained.

Kar expects fleet managers and owners to focus on service and maintenance throughout 2024 to help control costs. Service and maintenance costs amount to about 9% of a Class 8 truck’s total cost of ownership and are one of the few levers that fleets and their maintenance teams have at their disposal to control costs.

“Equipment costs, fuel costs, driver costs, insurance costs, tolls, etc., are beyond a fleet’s control,” Kar said.

“This will lead to greater reliance on connected shop and connected vehicle solutions.”

The report predicts that shops and fleets will increasingly leverage electronic diagnostic tools, troubleshooting guidance, repair services, remote diagnostics, and shop automation solutions to future-proof their businesses while mitigating operating challenges such as the technician shortage, increased workflow, and demand for fleet uptime.

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HDAW »From left to right: Terry Wall, sr. manager, maintenance and technical support, national accounts, Ryder; Justin Olsen, Eastern regional maintenance manager, TCW; Doug Arns, director of maintenance, Freymiller; and moderator Molly MacKay Zacker, VP of operations, MacKay & Company.

Alex Keenan | Fleet Maintenance

Right to Repair & eCommerce changes on way

Experts at Heavy Duty Aftermarket Dialogue shared how the parts sector will change this year.

By Alex Keenan

GRAPEVINE, Texas—Expect big changes to aftermarket parts distribution and Right to Repair legislation, expressed expert panelists at Heavy Duty Aftermarket Dialogue (HDAD) 2024 in January. The day-long conference kicks off the annual Heavy Duty Aftermarket Week (HDAW) held at the Gaylord Texan Resort and Convention Center. Known as the largest assembly of heavy-duty aftermarket professionals in North America,

HDAW started in 2006 and has since offered the commercial vehicle industry key insights into econmic, aftermarket parts, and technology trends.

Digital parts data

On the parts ordering front, executives from distributors to fleet maintenance managers all emphasized that aftermarket distributors can

»Heavy Duty Aftermarket Week’s product expo featured over 330 suppliers in the 140,000 sq.-ft. space.

Alex Keenan | Fleet Maintenance

34 Fleet Maintenance | January/February 2024

no longer rely on brick-and-mortar shops to get parts into fleet hands. Instead, they will turn to digital catalogs, which will alter the typical role of parts counter personnel.

“We’re seeing more digital orders come into our branches,” said FleetPride President Mike Harris during the HDAD’s session entitled ‘Insights from Distributor CEOs.’ “Inside the workings of the branch and our distribution centers, we’re packaging and shipping a lot more products than we traditionally have. And so those roles within the branch will shift over time, maybe not [leading to] less people, but the roles themselves may have to adapt to accommodate for the increase in digital force.”

This necessity is partly fed by the generational shift taking place on shop floors and fleet counters, where younger workers increasingly expect to be able to find the parts and components they need online.

Within the next 10 to 15 years, it will be critical for vendors to digitize all relevant data that will help customers find the right parts, according to Brad Fulkerson, president & CEO, Aurora Parts & Accessories, who joined Harris on the panel.

“And if you don’t do that, it’s going to be the equivalent of having 100 people that don’t tell the customer about your part,” he warned.

This means that parts distributors must have strong, easily accessible product data and images on their site, all so that fleet customers can locate what they need without struggling through the pages of a grainy parts catalog. Otherwise, “[fleets are] gonna buy a competitive part, regardless of whatever brand loyalty they might have had,” Fulkerson emphasized.

Fulkerson and Harris’ insights were confirmed during the final HDAD session, a fleet panel featuring Doug Arns, director of maintenance at Freymiller; Justin Olsen, Eastern regional maintenance manager, TCW; and Terry Wall, sr. manager, maintenance and technical support, national accounts, for Ryder.

“One of the things that drives where a part comes from around my shop is the ability of the parts person to take the VIN number, look it up, and then go to access it from one of two or three places around town,” Arns noted. “If an aftermarket part pops up and they’re able to see that in the web search, then that’s what we buy. But more often than not, they’re giving that VIN number to the counter guy at a dealer … That’s probably a good 50-60% of all the parts that we purchase.”

At the very least, this lays a clear path forward for aftermarket distributors, showing that if they want to work with fleets, their products need to be as accessible as possible. This availability, or lack thereof, came up throughout HDAD, despite improvements in parts supply since the pandemic.

“I believe the one thing that we’re still having

issues with is hardware items like harnesses, fuel tanks, body parts, things like that,” Olsen explained. “I know in the past, we had to rebuild some parts—it was to that point. We’re still rebuilding some of them.”

This is especially true with electronic components, which Olsen noted don’t last as long and aren’t available in the aftermarket. Arns chimed in to note that sluggish supply chains contribute to this as well.

“As an order item, [a harness] takes two, three weeks to arrive; those [delivery times] have still not eased up, and a lot of those items are still very difficult to access,” Arns said. “And some of them are still on allocation. You’ll call a dealer and they’ll say, ‘Hey, we only get one this week. We had to pick who we give it to.’”

that’s right there in your base to be able to fix that vehicle?”

Hubbard explained how distributors and suppliers can take action locally by inviting their representatives, whether senators or congresspeople, to their facilities to explain their work and how many people they employ in order to help them understand the importance of the industry and the REPAIR Act.

“We believe it’s really important to the industry that we maintain the access that’s there today for our customers, and also our own businesses and distributors with service,” FleetPride’s Harris affirmed. “[It’s important] as technology evolves and things become more wireless and telematics expand that we have similar access in the future that we do today to ensure affordability and accessibility for the customer.”

Do You Even Lift ?

Vehicle data and Right to Repair legislation Besides ensuring fleets have the parts that they need to succeed, HDAD panelists also stressed the importance of having the necessary repair data as well, specifically urging attendees to support the federal Right to Equitable and Professional Auto Industry Repair Act (REPAIR Act), H.R. 906, which is currently stuck in Congress.

“We need to get this through the House of Representatives by July 1, at the very, very latest,” stated Ann Wilson, SVP, government affairs, MEMA, the Vehicle Suppliers Association, during an afternoon session. “If we can’t... then we’re going to be looking at a bill that we’re going to have to consider next year, not this year.”

To do so, Wilson asked that the assembled distributors and suppliers participate in MEMA’s grassroots platform supporting the legislation as well as outreach regarding the law, hold district meetings, and provide feedback on the current bill through MEMA’s Tech Council.

Distributors noted their interest in the legislation as well and the impact it could have on their interests and fleets’ as well.

“If Right to Repair doesn’t pass, that means a fleet can’t fix their own vehicles,” said Tina Hubbard, president and CEO of HDA Truck Pride. “You can’t decide where you want to take it; you’re forced to go to a dealer. So, do you want to tow your tractor-trailer to the next closest town to have a dealership work on it? Or do you want the independent service shop

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» F L EE T PA R T S & CO M P O N EN T S What’s new in products for more efficient fleet operation.

Utilizes an industrial-grade pump rated at up to 25 gpm

Segments compress independently for coverage when obstacles are hit

The FuelPro 990 Service Trailer can carry 990 gallons of diesel fuel for field servicing and has storage space for DEF, tools, and other service items. This DOT-compliant trailer uses double seam welded 7-gauge steel.

Features include internal fuel surge baffles and cross bracing, a fuel shutoff valve, a lockable vented fill cap, a tank pressure relief vent, and fuel gauge. Each tank runs on deep cycle 12V marine battery with a self-priming industrial-grade pump rated at up to 25 gpm. Tanks are available in 18-, 30-, or 50’ lengths and carry a 5-year warranty.

The SnowStriker VTR snowplow by Hilltip is designed for compact tractors and loaders weighing 2.5-5 tons. Available in six models ranging from 5.5-8.6’ wide, VTRs have a curved, powder-coated, high-strength steel snow blade to create an optimal snow-rolling effect. Segments compress independently for coverage when obstacles are hit. The plows feature an adjustable attack angle that allows operators to adapt to different plowing surfaces and weather conditions with a blade that tilts up to six degrees when plowing on uneven ground. Options include LED edge markers, a poly snow deflector, plow shoe kits, and an electric valve with custom mounts available.

For more information visit FleetMaintenance.com/53083011

For more information visit FleetMaintenance.com/53083202

Designed for older vehicles Designed for older vehicles, Dana Inc.-engineered Spicer Select RPL end yokes, slip yokes, weld yokes, and yoke shafts are manufactured to help minimize noise and vibration and keep drivelines running smoothly. Spicer Select axle shafts’ application-specific design ensures dependability and an exact fit, the company said. Dana has also increased the number of Spicer Select primary gearing part numbers with Dana axle model D/ S170 and D/S190. They are backed by an 18-month or 100,000-mile warranty.

Inline adapter for M14-1.5 valves The ADP-14N 1/2” Inline Adapter from Fumoto is designed for M14-1.5 valves with 14 mm-1.5 threads from the F-106 valve series. With the adapter, such valves can be used as an inline shutoff connection, controlling the flow of gases and liquids.

According to the company, both nipples on the valve and adapter can attach to 3/8” hoses. Overall, the adapter has a recommended torque of 18 ft.-lbs. and a limited lifetime warranty.

For more information visit FleetMaintenance.com/53081286

For more information visit FleetMaintenance.com/53066364

Includes water pump with kit The Engine Timing Belt Kit from Alltech Automotive matches OE components for a seamless timing belt replacement. The kit includes a water pump, timing belts, tensioners, idlers, accessories, and bearings where applicable along with clear installation instructions. The water pumps are meant to last and provide efficient cooling, while the full kit covers all vehicle makes and models for the U.S. market.

For more information visit FleetMaintenance.com/53080135

Overbuilt and performs under duress The Stray Kat from Cosmo Tires is an all-position semi-steel specialty trailer tire with a five-rib tread design, reinforced bead, and proprietary compounding to ensure low rolling resistance, better wet traction, and longer tread life. The tire’s solid center rib also provides improved stability and traction and comes in sizes ST175/80R13, ST205/75R14, ST205/75R15, ST215/75R14, ST225/75R15, and ST235/80R16. The load range of the Stray Kat ranges from C-F depending on the tire’s size and features a BSW sidewall.

For more information visit FleetMaintenance.com/53065640

2402FMS_Kafko.indd 1

36 Fleet Maintenance | January/February 2024

1/17/24 4:31 PM

Offers added strength and durability

For vertical or horizontal mount

The PEAK Transport Heavy-Duty Wiper Blade from Old World Industries is designed for Classes 6-8 trucks, transit and school buses.

Featuring an all-metal blade and a heavy-duty natural rubber wiping element, the wiper blades are well-suited for performance and increased visibility. Seven different styles are available, and each include all the hardware needed for easy installation. The wiper blades come in 10-40” lengths and can work with several vehicle years, makes, and models.

The 6” Oval Red Stop/Turn/Tail Surface Mount from Maxxima, model number M63320R-ACH, is a DOT-compliant light for vertical or horizontal mounts. Its integrated surface mount chrome housing allows it to be mounted to an exterior surface using two screws. The light features a polycarbonate lens with 10 LEDs and a voltage of 12.8VDC. It is backed by a 5-year warranty.

For more information visit FleetMaintenance.com/53082736

For more information visit FleetMaintenance.com/53081872

Provides security and central locking EGR USA’s RollTrac Electric Retractable Tonneau Cover, No. RT039603E, is an aluminum truck bed cover for the Chevy Silverado and GMC Sierra 1500 trucks. Featuring variable speed control for quick opening and closing, the cover is built to last and includes a smaller cannister for increased bed space.

With an integrated central locking system and on-board buttons for ease of access, the RollTrac features a universal T-rail for mounting accessories. The RollTrac features a 3-year warranty, but does not fit Carbon Pro beds.

High-performance clutch at lower cost The Eaton Remanufactured Advantage Series Clutch exceeds aftermarket performance while still costing less than new factory models, according to the company. The remanned heavy-duty clutch, which offers a torque rating of 1,700 to 2,050 ft.-lb., will be available for both self- and manual-adjust models in seven product numbers. The Eaton-exclusive strap drive intermediate plate design eliminates idle rattle and lug fatigue failures, while the soft rate dampers absorb engine vibrations and protect driveline components. The spring separator system also allows for faster shifting and low drag for clean release. Maintenance benefits include two wear indicators on the clutch cover for easier visibility and OE design release bearing with three grease zerks. Lube interval is 20,000 miles.

For more information visit FleetMaintenance.com/53069133

Provides improved resistance to irregular wear The X ONE LINE ENERGY D2 Pre-Mold Retread by Michelin utilizes Michelin Retread Technologies’ 9-step manufacturing process to ensure retreaded or recapped tires meet newtire manufacturing standards. It’s designed for less tread squirm, providing energy conservation for fuel efficiency. The ultra-low rolling resistance levels are designed to exceed SmartWay and CARB requirements. Its directional design provides improved resistance to irregular wear for driver satisfaction and long tread life.

For more information visit FleetMaintenance.com/53082680

For more information visit FleetMaintenance.com/53075618

HEAVY DUTY R

by

QUALITY HEAVY DUTY DIESEL SERVICE EQUIPMENT — FLUID EXCHANGERS & FLUSHERS

CMS-120 COOLANT MAINTENANCE SYSTEM

OMS-120PV OIL MAINTENANCE SYSTEM

Removes & fills coolant quickly & safely

Efficiently and quickly drains oil

• Single 20-gallon tank • Push/pull technology enables fast service times • Drain & fill 14-gallon system in under 25 minutes • Operates on shop air

Home of the Original Mini-Ductor

Mini-Ductor® Venom® HP

• Single 20-gallon tank with fluid level sight tube • Easy mobility cart with heavy duty 8” casters

STRUTS

O2 SENSORS

GEARS

GRAPHICS

• Easy to use — no 120V or 12V power required • Operates on shop air • Easily connects to oil drain quick connect drain plugs

WWW.FLODYNAMICS.COM

Do it Faster - Do it Better - Do it Safer Do it Greener

Built in the USA Visit us at the TMC Show BOOTH #1038

Follow Us on Social Media:

www.theinductor.com 877-688-9633

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37

1/26/24 8:02 AM

January/February 2024 | FleetMaintenance.com

» T O O L S & E Q U IP M EN T A roundup of the latest tool and equipment offerings.

Features duo sensor socket

Improved protection and dexterity The Brass Knuckle SmartCut gloves, No. BKCR303, offer improved cut protection, dexterity, and grip as well as better tactile sensitivity and fit than previous models, the company said. These medium-duty gloves are made with ultra-high-molecular-weight polyethylene fiber for ANSI cut resistance level A2 protection and 13-gauge material.

The high-performance fiber has an 8 to 15 times higher strength-to-weight ratio than steel. The polyurethane coating on the palm and fingers creates a non-sticky, solid-gripping glove, even when in contact with oils, fats, and greases. It also offers puncture protection and abrasion resistance. The uncoated back and wrist improve ventilation and keep out dirt and debris. Glove size is indicated by color-coded cuffs.

The 29-pc NOx and Particulate Sensor Service Kit, No. 60525200, from Pichler Tools is designed for the disassembly and assembly of NOx and particle sensors, and the renewal of the holding thread in the exhaust system. The kit ensures that the sensor can be unscrewed without being damaged. The duo sensor socket helps loosen the sensor using a socket spanner (22mm or 24mm), which is in close contact with the sensor hexagon.

The 30mm actuating nut and spanner are friction-locked to the socket.

The TS7000 Smart Diagnostic and TPMS Scanner from Foxwell features a 7” touchscreen and operates on the Android 9.0 system. The device integrates OE-level diagnostics and bidirectional tests with TPMS service functions, including TPMS health check, sensor activation and programming, and TPMS relearning. The TS7000 triggers all known TPMS sensors and offers batch programming for Foxwell TPMS sensors.

For more information visit FleetMaintenance.com/53083097

For more information visit FleetMaintenance.com/53081576

Triggers all known TPMS sensors

For more information visit FleetMaintenance.com/53081976

Simulates realistic welding and tracks key parameters Vehicle Network Solutions

The VRTEX 360 Compact by Lincoln Electric is a portable virtual-reality welding simulator for mobile use in multiple environments. Students may select gas type, process, gas flow, amperage/voltage, and wire-feed speed in the system, which offers realistic puddle and welding sounds. The simulator also provides demos of successful welds; simulates sparks, slag, grinding, and weld cooling; and tracks key parameters like travel speed, distance, and position. The virtual bend test provides results instantly and reveals what causes a weld to pass or fail.

PROTECT YOUR UPTIME

For more information visit FleetMaintenance.com/53082954

Fleet Maintenance in 4 minutes!

HEALTH #1 in Secure Diagnostics TRUCK-CONNECT.COM | DGTECH.COM | 248.888.2000

2402FMS_DGTechnologies.indd 1

38 Fleet Maintenance | January/February 2024

1/23/24 10:37 AM

Corrosion-resistant chrome polish The ARES Tool Ratcheting Serpentine Belt Tool Set, No. 15093, includes a reversible ratcheting wrench; three socket adapters (1/4”, 3/8”, and 1/2” sizes); seven metric 6-point sockets (13mm, 14mm, 15mm, 16mm, 17mm, 18mm, and 19mm sizes); three open-end crowfoot wrenches (13mm, 14mm, and 15mm); and a long extension bar. Constructed of durable chrome vanadium steel, this set’s components feature a corrosion-resistant chrome polish and black oxide finish. The ratcheting wrench allows for easier torquing, with a push lock button that offers quick and easy socket and adapter changes while locking them in place. The long extension bar allows for added reach.

Made of high temperature-resistant material

For more information visit FleetMaintenance.com/53083096

JohnDow Industries’ Vehicle Fire Blanket, No. JDI-VFB1, offers safety in the shop while servicing EVs and ICE engines. The blanket lets technicians suppress vehicle flames with a high temperature-resistant material made of fiberglass with a flame-resistant coating. The blanket measures almost 20’ long and 30’ wide to cover most vehicles and is easily transportable in a compact, waterproof bag. Single use only.

For more information visit FleetMaintenance.com/53083092

Knurled non-slip ring for maximum grip

Features 270-degree rotating design

The 5-pc 8mm Socket Set, No. 6535, from CTA Tools includes stubby, standard, deep, flex, and magnetic impact sockets, all in a 1/4” drive. The sockets are manufactured using chrome molybdenum for durability and are coated with manganese phosphate to withstand corrosion. A knurled, non-slip ring on all but the two universal/U-joint sockets offers maximum grip for users.

For more information visit FleetMaintenance.com/53081292

The Snap-on 500 lm Dual-Sided Mini Flex Light, No. ECARL032R, features a 270-degree rotating design with multiple magnets, providing technicians with the flexibility to light difficult-to-reach areas. Offering a 500 lm dual-sided output, individual switches for spotlight and bar lights, and a dimmable switch with memory, this light caters to varying lighting needs.

The integrated battery gauge enhances efficiency for technicians on the go.

DEALER LEVEL DIAGNOSTICS

For more information visit FleetMaintenance.com/53082387

MULTI-BRAND

multi-Environment

All-in-one wash lifts dirt from vehicle The 303 Ultra Suds Ceramic Wash from Gold Eagle Co. is an all-in-one car wash that foams to lift dirt and grime and add ceramic protection.

The wash formula contains SiO2 (silica), to provide vehicle protection in all weather conditions and can be used with vehicles that have ceramic coatings, sealants, or waxes.

The PH-neutral formula prevents scratches and won’t strip a vehicle’s current coating, the company stated, and can be used with one ounce of wash per one gallon of water. Only wash the vehicle out of direct sunlight and when the vehicle surface is cool.

For more information visit FleetMaintenance.com/53083093

Truck 12 month finance Your equipment 292 FERNWOOD AVE EDISON, NJ 08837

northamerica@texa.com

training available! www.texausa.com

» TOOLS & EQUIPMENT Protects against corrosion

Features rare-earth magnet The 7-in-1 Impact-Rated Flip Socket Sets, Nos. 32910 and 32933, from Klein Tools include three impact-rated flip sockets in each set and six different color-coded hex sizes for easy identification (1/4”, 5/16”, 3/8”, 7/16”, 1/2”, and 9/16”). Users can store flip sockets in any order or orientation on the shaft. The bit-holding design allows the 1/4” socket size to drive hex fasteners and hold screwdriver bits. The sets include a rareearth magnet to retain fasteners for convenient and easy driving. Socket Set No. 32910 features a quick-connect handle.

LIQUI MOLY’s LM 40 MultiPurpose Spray is meant for hobby, workshop, vehicle, and industry use. Designed to protect hinges, rollers, locks, bolts, switches, and handles, the LM 40 is good for water resistance and corrosion protection while avoiding attacking plastics, paints, metals, and wood, the company stated. The spray also defends against rust and provides optimal protection for chrome parts. To use, simply spray the area to be treated and leave it to take effect.

For more information visit FleetMaintenance.com/53081877

For more information visit FleetMaintenance.com/53081291

March 5–8 |

Indiana Convention Center | Indianapolis, IN

Reinforce threaded holes in soft metal

MORE THAN A TRADE SHOW MORE EQUIPMENT

|

MORE CONNECTIONS

|

MORE ANSWERS

TM

E-Z Lok Threaded Inserts for metal are designed for repairing or reinforcing threaded holes in soft metals like aluminum, magnesium, and cast iron. The solid wall threaded inserts are designed to not back out or vibrate loose, and they come in standard sizing so they can be installed with a screwdriver, bolt nut, etc.

The adhesive sets immediately upon installation and is fastener-ready in 3 to 5 minutes.

Inserts can be removed with a bolt extractor or by heating the insert to a temperature above 300 degrees F, at which point the adhesive will release. Available in carbon or stainless steel and in thin, standard, or extra heavy wall, as well as screw locking and automotive designs.

For more information visit FleetMaintenance.com/53083197

wor k t r u ckwee k.c o m

Belt speeds for various materials The Ingersoll Rand Pneumatic Belt Sanders, No. 360-313 and No. 360-418, each include a 4-position power regulator and a 0.6-hp motor. These produce an arbor speed of 20,000 rpm and a belt speed of 4,700 sfpm, making the tools suited to working with metal, plastic, fiberglass, wood, and other materials. Both tools feature narrow rubber grips on a chemical-resistant composite and a tool-free articulating arm with a camlock that allows adjustments within a 270-degree range. No. 360-313 has an arm with a 3/8” width by 13” length, while No. 360-418’s appendage is 1/2” width by 18” length. Belts for the sanders are included in kits of 60-, 80-, and 100-grit.

Repairs threads from the inside out

For more information visit FleetMaintenance.com/21289779

The ARES M14 Back Tap Thread Repair Tool, No. 10111, features a compact design with an overall length of 4-3/4”. With a knurled thumb nut that offers a sturdy grip to reduce slippage while in use, its collapsible back-tap design repairs threads from the inside out, preventing metal shavings from entering the combustion chamber. The M14 Back Tap Thread Repair Tool is made of premium heat-treated chrome moly steel with a corrosion-resistant zinc plating finish. It is also ideal for O2 sensor bungs and small engine applications that utilize M14 spark plugs. Also available in M12 x 1.25mm thread spec (No. 10110).

For more information visit FleetMaintenance.com/53080143

ADVERTISER INDEX Advertiser

Page

Aftermarket Auto Parts Alliance

23

Autel US Inc.

7

BendPak

17

CanDo International, Inc.

29

Chicago Pneumatic Tool (div. of Atlas Copco)

41

Cojali USA, Inc

5

Continental Tire the Americas, LLC

13

DG Technologies

38

Eberspaecher

11

FleetPride

31

Flo Dynamics

37

Gabriel Ride Control

16

Gray Manufacturing

35

Hendrickson

Cover & 25

Premier Manufacturing

41

Induction Innovations Inc.

37

Kafko International

36

Mohawk Lifts (LiftPoint USA)

33

Nexiq/Snap-on Diagnostics

2

Noregon Systems

44

NTEA

40

Technology & Maintenance Council (TMC, ATA/MCE)

21

TEXA USA

39

2402FMS_HighBarBrandsPremier.indd 1

1/22/24 4:11 PM

RIGHT TORQUE. SAFE HAUL.

Chicago Pneumatic introduces its new CP8609 series of eBlueTork battery-operated heavy duty torque wrenches. The new CP8609 eBlueTork series features a long lasting and compact battery and offers a torque range from 220 ft.lb ft.lbs (300 Nm) ft.lbs Nm), a highly du durable ra ge fr 300 N m) to 665 ft bs (900 Nm ble gearbox delivers elive speedss of up to 1 15 rpm and a precision of + +/- 4%. spe preci

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1/18/24 3:48 PM

January/February 2024 | FleetMaintenance.com

41

TOOL REVIEW

M18 FUEL 1/2” High Torque Impact Wrench with Friction Ring A service technician reviews this compact, powerful entry into Milwaukee's M18 line.

By Lucas Roberto

Milwaukee Tool calls its M18 FUEL 1/2” High Torque Impact Wrench with Friction Ring, which uses the company’s Powerstate brushless motor, “the most powerdense impact wrench in its class,” which is the mid-range category. The sturdy 7.6” by 9.35” tool delivers 1,100 lb.-ft . of fastening torque and 1,500 lb.-ft . of nut-busting torque when used with the 18V REDLITHIUM XC5.0, and pairing it with the M18 REDLITHIUM FORGE batteries provides a bit of a boost at 1,200 lb.-ft . of fastening torque and 1,600 lb.-ft . of nut-busting torque.

The 1/2” friction ring anvil also enables seamless socket changes to get the job done quicker, according to Milwaukee.

To find out how it fares in the shop, we handed the M18 to Collin Battles, an expert technician at Toyota Cleveland Heights in Ohio. Milwaukee provided the M18 set, No. 2967-22, which comes with two XC5.0 batteries and a charger, along with a Shockwave 1/2” drive socket set as well.

The tech used the M18 for about a month prior to providing feedback.

Battles called the M18 Fuel 1/2” “probably the most power for the price point.” He pointed to the tri-LED lighting around the anvil as highly useful for illuminating hard-to-see areas, and the four control modes as highly effective for providing the right amount of torque and preventing fasteners from being over-tightened.

One of the first things he noticed is that the stout design shaved 2” off the length, allowing for easier access into wheel wells. “You can pretty much take it where you want,” Battles said.

The footprint, along with the lengthy operating time provided by the XC5.0 battery, has made Battles a believer in cordless impact wrenches. “The fi rst time I used it, [the battery] lasted me a week,” he said, “And the charge time is not long at all.”

The veteran automotive technician “used to use pneumatic for everything, but the M18 is more mobile… You don’t need 20 feet of hose to get somewhere, you can just go anywhere in the shop and not have to worry about it.”

He used this M18 Fuel model for removing and refastening lugnuts, control arms, and shields.

42 Fleet Maintenance | January/February 2024

Milwaukee Tool

When asked what he would change about the tool, Battles mentioned that “the weight is a little heavy for the gun and you could improve maybe a half pound.”

Although the M18 is a powerful tool, Battles remarked that he doesn’t need that much power for his work on passenger vehicles and light trucks. While “it’s very nice to have it, I would almost want it to be lighter and a little less power, and I think it would be a perfect impact gun,” he said. He added for heavy-duty applications, that power would come in handy.

All in all, Battles was happy with the performance and said, “I would definitely recommend it.”

Have a tool or product that you want reviewed?

Or want to be a reviewer?

Email us at editor@fleetmaintenance.com to inquire.

» Collin Battles, an expert technician at Toyota Cleveland Heights in Ohio, tested out the M18 Fuel 1/2” High Torque Impact Wrench with Friction Ring.

John Hitch | Fleet Maintenance

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