Truck Tech Summer 2020

SUMMER 2020

Magnificent Seven 7 tools no shop should go without

Tire Job

Canada Post Publications Mail Agreement No. 43008019

Choosing the treads for specific needs

PANDEMIC PROCEDURES M Managing i th the shop h during Covid-19

EXTEND DRAIN INTERVALS BY 70%.

CHALLENGE ACCEPTED. MBR Trucking needed maximum uptime for trucks, even in extreme temperature conditions. So they took the DURON™ Challenge. Result: DURON heavy-duty engine oils increased their drain intervals* from 350 to 600 hours.

Need proof of what DURON can do for you? Take the DURON Challenge.

Visit DURONCHALLENGE.COM NO RISK. NO COST. BIG REWARDS.

DURON HEAVY-DUTY ENGINE OILS THE TOUGHER. THE BETTER.™

™Owned or used under license. *Extending drain intervals should always be undertaken in conjunction with an oil analysis program.

FEATURES is written and published for owners, managers and maintenance supervisors of those companies that operate, sell and service trucks, truck trailers, and transit buses.

Shop Strategies

SUMMER 2020 • VOL. 5 NO. 2 Editorial Director John G. Smith johng@newcom.ca • [416] 614-5812

Covid-19 protocols and procedures extend into the shop environment.

By James Menzies

Contributing Editors Abdul Latheef, James Menzies Jim Park, John G. Smith Managing Director Trucking and Supply Chain Group Lou Smyrlis lou@newcom.ca • [416] 510-6881

PG.

6

Creative Director Tim Norton tim@newcom.ca • [416] 510-5223 Art Director Frank Scatozza frank@newcom.ca • [416] 510-5223 Production Manager Alicia Lerma alicia@newcom.ca • [416] 510-6845

NEWCOM MEDIA INC. 5353 Dundas Street West, Suite 400 Toronto, ON M9B 6H8 416/614-2200 • 416/614-8861 [fax]

Chairman and Founder Jim Glionna

A Magnificent Seven Productivity begins with your tools. Here are 7 that your shop shouldn’t be without.

By John G. Smith

PG.

8

President Joe Glionna Vice President, publishing Melissa Summerfield

Tire Job

Chief Financial Officer Trish Saltys

Every lug, sipe, compound and tread is designed for a purpose. It’s because each tire has a different job.

Director of Circulation Pat Glionna Truck Tech is published by Newcom Media Inc. The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner. Nor may any part of this publication be stored in a retrieval system of any nature without prior written consent.

By Jim Park

10

PG.

DEPARTMENTS Editorial ......................... 5 Cover: Masks are adding to the list of shop PPE in the days of Covid-19. (Photo: iStock)

Techs Talk..................... 14

ADVERTISEMENT

12

A thorough analysis can lead to optimization within various areas of your garage. Find out how to get the most accurate picture.

SUMMER 2020 TRUCKTECH 3

Tougher made smarter Introducing the new Volvo VHD

On the jobsite you need a truck that’s tough, safe, and smart. So, we built the new Volvo VHD to be the best-looking, most rugged vocational vehicle in the industry, packed with innovative ideas like Volvo Active Driver Assist and the revolutionary Volvo Dynamic Steering. Your toughest jobs just got easier.

Learn more at volvotrucks.ca/en-ca/trucks/vhd/

The New Volvo VHD

EDITORIAL

Powering Fuel Cells Canada has a leading role to play in a growing hydrogen push

BY JOHN G. SMITH

The promise of hydrogen as a vehicle fuel has been discussed for decades. But a series of corporate announcements and public policy initiatives appear ready to give this power source the boost that it needs to become viable.

Trucking – and Canada’s energy sector – are also on the cusp of playing a leading role in the work.

Alberta, which offers natural gas deposits that can be used to produce hydrogen, is now home to the Alberta Zero Emissions Truck Electrification Collaboration (AZETEC) that will showcase exactly how well the fuel can work in heavy truck applications. The initiative supported by the Alberta Motor Transport Association (AMTA) will involve a pair of 140,000-lb. Super-Bs running between Edmonton and Calgary.

The first of the trucks, operated by Bison Transport and Trimac Transportation, are scheduled to be rolling this July, with the on-highway tests to run until December 2022.

The Canadian content won’t be limited to the fleets and cargo, either. The trucks built on Freightliner Cascadia glider kits will draw from fuel cells and on-board hydrogen storage developed

by Vancouver-based Ballard Power. The drivetrain and e-propulsion systems will come from Dana’s recently acquired Nordresa operation in Montreal. And the fuel, naturally, will come from Alberta natural gas and a steam methane reforming process.

When Daimler Trucks and Volvo Group recently announced a 50/50 joint venture to investigate hydrogen as a fuel source, meanwhile, news emerged that the German-headquartered initiative will have a presence in Vancouver as well.

South of the border, Nikola Motor

(Illustration: iStock) Company continues to push forward with plans to commercialize its hydrogen-electric Class 8 truck, using a network of fuel stations that develop the hydrogen through green energy sources such as solar farms. Now publicly traded on the Nasdaq stock exchange, the upstart manufacturer with close to US$10 billion in pre-orders is preparing to break ground on an Arizona assembly operation. A battery-electric Class 8 is to come in 2021, followed by the hydrogen-electric Nikola Two in 2023.

None of the pre-orders required a down payment, but there’s clearly interest in the truck’s promise.

Canada’s federal government also appears ready to make its own public policy push for hydrogen as a fuel, as it looks for ways to achieve net-zero greenhouse gas emissions by 2050, make Alberta’s economy less reliant on carbon-intensive Oil Sands, and use infrastructure investments to kickstart the economy in the wake of Covid-19.

The Globe and Mail has just reported that the federal government plans to roll out a hydrogen strategy this summer.

Other provinces have shown their own interest in hydrogen, even if the initiatives have been relatively small to this point. British Columbia has

established a network of retail hydrogen stations, while Quebec is openly mulling the idea of hydrogen exports to the U.S. An Alberta Industrial Heartland Hydrogen Task Force was launched May 14 in Edmonton.

The North American work is hardly occurring in a bubble. Analysts at IEA report at least 50 mandates and policy initiatives to support hydrogen, largely as a vehicle fuel. Five of the cited incentives and targets are specific to trucks.

While it’s a relatively new concept for trucking, HSBC reports there were 13,000 hydrogen-powered vehicles around the world last year.

Aside from the environmental advantages, there’s another factor that bodes well for the growing interest in fuel cells.

To be competitive with diesel at 85 cents per liter, hydrogen would need to cost $3.50 to $5 per kilogram, the University of Calgary’s research lead Jessica Lof noted during this month’s Movin’ On sustainability presentation. She added that it could be produced in Alberta for just $1 per kilogram.

Analysts at IEA say the cost of producing hydrogen from renewable electricity could drop 30% within the decade.

There are plenty of hopes for hydrogen after all.

SUMMER 2020 TRUCKTECH 5

COVID-19 STRATEGIES

SHOP STRATEGIES Covid-19 protocols and procedures extend into the shop environment

BY JAMES MENZIES Every time heavy truck mechanic Mark Washke shows up at work, he worries about contracting Covid-19.

From a co-worker who frequently spits on the shop floor, to dirty trucks coming in for service, to having to physically clock in on the same punch clock used by all technicians, he sees ample opportunities for the spread of the virus at the Ontario-based 60-truck fleet where he works.

He asked us not to name the fleet, but voiced his concerns in an interview with Truck Tech. Washke complained about continuing use of the punch clock, but said he was told the company couldn’t afford a new one, and that it must be used to punch in.

“We have to worry about the drivers coming in. Even the parts delivery guys.

We don’t know where they’ve been,” Washke said.

At Erb Group, it’s far from business as usual in the shop.

“The concern and fear of Covid-19 has caused the Erb Group maintenance department to review everything we do, how we do it, why we do it, and if we will continue to do it. Everything,” emphasized Jim Pinder, corporate fleet director, Erb Group of Companies. “Our focus is to complete as much of the service, maintenance and repairs (as possible) at an Erb facility where we have control of the shop environment.

6 TRUCKTECH

SUMMER 2020

We have staff sanitizing and cleaning as they go, constantly.”

A third-party cleaning service has been instructed to heighten its cleaning practices, and technicians and drivers have been equipped with sanitizers and other cleaning products, used whenever entering or exiting vehicles.

While Erb has opted to bring as much work as possible in house for better control, the opposite seems to be true in Quebec, where many fleets are laying off technicians, downsizing

(Photo: iStock)

their internal maintenance operations, and outsourcing more work. That’s the observation of Reggie Masse, sales and marketing director with mobile repair service SOS Diesel. He says business is up by about 50% since the Covid-19 outbreak began.

Increased demand for mobile units The company operates 14 mobile repair units out of Montreal, and another three in Quebec City.

SOS has had to juggle scheduled preventive maintenance operations at customer facilities with skyrocketing roadside service calls.

“Some of the top 100 companies are letting go mechanics in their own shops and coming to us for work,”

COVID-19 STRATEGIES

Penske took several steps to protect staff and customers. (Photo: Penske)

Masse told Truck Tech, adding many fleets are also parking their own mobile service units.

SOS Diesel has instituted new policies to protect customers and its own mechanics from contracting the virus.

“We are always wearing gloves and putting masks on,” Masse said. “We give our mechanics black plastic gloves and say, ‘You wear this no matter what you’re touching.’”

Customers are instructed to keep six to seven feet from the mechanics who are servicing their vehicles. With business booming, SOS has deployed its 18th service truck and is hiring more mechanics.

Dealers adapt Many dealerships have also put into place additional processes to protect employees and customers, alike.

At Diamond Group’s International dealers, technicians sanitize all touch points, including: the parking brake; steering wheel; seatbelt; gearshift; door latch; and any other common points of contact.

Penske Truck Leasing has also adapted to the health crisis, with additional precautions and protocols.

“Customers should be aware that we have made some changes to our service procedures,” noted Gregg Mangione, senior vice-president of maintenance with Penske Truck Leasing.

Recommended steps include calling

ahead to ensure the required service is still offered, parking in designated areas, and sanitizing all touch points.

“Staff education is key,” said Mangione. “We have been doing a lot to make our techs and other associates aware of symptoms, taking personal steps to self-monitor, and providing support if and when it’s needed.”

Penske has also staggered PM schedules to limit the number of drivers and technicians in the shop, increased routine cleaning and sanitization of shop and vehicle touch points, provided technicians with personal protective equipment, and deployed a rapid response team for times when deep cleaning is required.

“Following new guidance from the Centers for Disease Control, we strongly recommend that our associates wear face coverings in the workplace,” Mangione told us in early April. “Penske has ordered a supply of protective face masks to assist all associates who are physically reporting to work.”

While there were initially some supply shortages and delays, Mangione said Penske has been able to procure the cleaning supplies it needs.

Back at Erb Group, communication continues to be key.

The information flow began in early March, Pinder recalled, referring to hourly staff updates through verbal and written communications.

Today, written updates are posted

throughout the shop every day. Barriers have been put in place to enforce social distancing, and shop leaders are leading by example, Pinder said.

The company has also heightened security to limit visitors at its shops, terminals and cold storage facilities.

“We are stopping or reducing thirdparty or personal vehicles from accessing Erb property, and those who are allowed are completing a health survey in advance,” Pinder noted. “The same process is required for shop service providers to complete a health survey if they require access inside a shop, shop office, or parts area.”

Erb has also reduced parts order frequency and the number of vendors it relies on, and “we request external and internal paper movement to be done electronically to reduce the paper transfer between individuals, departments, and service providers.”

TOSS YOUR TORCH Mini-Ductor® Venom® HP (MDV-787)

Applications: > Motor Mounts > Fuel Tank Straps > Torque Nuts > Seatbelt Bolts

> > > >

U-Bolts Brakes Exhaust Bolts Graphics

Contact us today for more information. p

www.theinductor.com 877-688-9633

SUMMER 2020 TRUCKTECH 7

TOOLS

A MAGNIFICENT

SEVEN Shop productivity begins with the tools in your hands

BY JOHN G. SMITH

Say what you will about the importance of training, but mechanics still need access to the right tools to get the job done. Here are seven tools that no shop should be without – and what to look for when selecting them.

1. Induction heaters Gone are the days when a torch is the preferred method for releasing seized parts. There is a better way, and it doesn’t introduce the risk of burning the shop to the ground.

“A lot of companies are requiring a different source of heating, and using no torches,” says Norbert Jillich, national sales manager for Induction Innovations, a maker of induction tools for 20 years. “You don’t have the collateral damage.”

In contrast, torches can cause plenty of issues when sparked next to brake, fuel or electrical lines, and have been known to lay waste to rubber bushings.

Induction Innovations’ product lines range from handheld units that plug into a simple 110-volt outlet, to a liquid-cooled 5 kW model that requires a 208-volt, three-phase circuit.

Portable induction heaters, which involve wrapping coils around parts, can 8 TRUCKTECH

SUMMER 2020

(Photo: Induction Innovations) be enough for smaller jobs. But wands connected to the larger equipment also come with attachments such as glass blasters to remove glass or bedliners, and pads that can remove things like vinyl graphics.

2. Digital, inline air gauges Stick pressure gauges are carried about in tool boxes and pockets alike, but shops that deal with high volumes of tire work will want something that is more

7 accurate. The choice can even play a role in workplace safety.

“A big question to ask is, do you want a gauge that is attached to your compressor to correct the tire pressure?” explains Usman Mir, Kal Tire’s zone manager responsible for shops between London, Whitby, and Barrie, Ont. The Kal Tire shops want six feet of hose between the valve stem and the digital tire gauge, which is mounted near the trigger to activate the air. This, Mir explains, ensures that workers are standing outside the “trajectory zone” in case a tire blows.

The digital versions tend to be more accurate than the dial gauges as well, although even these units need to be monitored. “We’ll check ours daily,” he says. “The industry standard is once a month at least.” But if the tools fall within 1% of the desired pressures, there’s no need to change them.

While some shops have dedicated testing systems for these regular inspections, another option is simply to compare multiple gauges against one another. “If they’re all within 3% of each other, you can say they’re all good,” he says.

As for the air that flows through the line, Mir stresses the importance of checking that as well. Kal Tire drains the tanks every night, and takes advantage

TOOLS

of inline air-water separators.

“Even your air chucks last longer without the moisture in there,” he says, referring to the added layer of protection.

3. Calibrated torque wrench

Limit high forces to the removal process. (Photo: Kal Tire) Impact guns are designed for speed and efficiency, but when it comes to applying the proper force to a wheel end fastener, there’s no beating a calibrated torque wrench.

“It’s a precision tool,” Mir says, stressing the value of name brands when it comes to finding a tool that will last.

Some of Kal Tire’s torque wrenches will fasten up to 100 nuts a day, after all.

As for the choice between versions that fold or click when reaching the required torque, he says that’s a personal preference. No matter what, though, they should be sent out once a year for recalibration.

It’s important to remember that impact guns could overtorque a wheel, Mir adds, referring to forces that can reach 800 lb.-ft. Kal Tire technicians are encouraged to use the lightest settings when installing the wheels, and limiting the higher forces to the removal process.

hands on tires, and can help to spot early signs of uneven wear. “I think I’ve got 100 in a sock drawer,” Mir says jokingly.

5. Digital multimeters Are you checking wires with a probe that pierces the protective jacket and insulation? Throw it away. As small as the holes seem, they create paths for water and corrosive de-icing chemicals.

And once the corrosion begins to wick up the wire, any number of nightmares can begin.

As bad as the situation can be with 12 volts, the challenge will intensify as vehicle systems increase to 24 or 42 volts, says Larry Rambeaux, a sales application engineer at Purkeys Fleet Electric.

Those wires will be smaller and lighter, but will corrode more quickly.

For those who perform electrical work, the go-to testing tool is a multimeter. But not all models are created equally. Analog multimeters show changes and voltage in real time, but are difficult to log. And while most models will measure both voltage and current, there’s also resistance, continuity and frequency to consider.

“It’s got to be digital. They’re never going to be able to read an analog [model],” Rambeaux says. A unit with automatic ranging will also help to ensure accurate measurements.

Still, while a multimeter is a key tool

for troubleshooting issues like corroded and damaged wiring, it will only be useful with the training that steers techs away from common mistakes. “In order to have voltage drop, you have to have current flow,” he says as an example, referring to misleading readings that can occur when a trailer’s seven-pin connector is unplugged before measuring the voltage.

For a heavy-duty shop, Rambeaux recommends a multimeter that will handle 1,000 volts AC and DC, and 20-40 Mega ohms. A unit that offers frequency, hertz, and pulse width modulations will also be valuable when dealing with increasingly complex electrical systems.

“You’ve got to buy the multimeter that you need,” he says.

6. Clip-on amp clamp Sure, the multimeter will measure amperage, but what if you’re testing a liftgate charging system and need to measure voltage and amperage at the same time? The best solution for that is to have a small clip-on or inductive ammeter, Rambeaux suggests.

7. Temperature gun “If you’re checking a temperature sensor, you have to know what the temperature is,” he adds, referring to just one example of where a temperature gun will be useful. “It’s what you have to check your resistance at.”

Multimeters, clip-on ammeters and temperature guns complete the kit.

(Photo: Purkeys)

4. Tread depth gauges One of the cheapest tools on this list comes in the form of a tread depth gauge, but the handy measuring device encourages technicians to put their SUMMER 2020 TRUCKTECH 9

TIRES

Each tire position represents unique challenges.

(Photo: Kal Tire)

TIRE JOB Every lug, sipe, compound and tread is designed for a purpose. It’s because each tire has a different job.

BY JIM PARK They’re all round and black, but there’s a reason why tires perform better in some positions and applications than others.

Features from tread designs to selected compounds are needed because the tires are tasked with different jobs.

It’s the steer tires’ job to keep the truck heading in the right direction.

Drive tires provide traction to get the truck going and keep it moving, while 10 TRUCKTECH

SUMMER 2020

the trailer tires just kind of go along for the ride. That doesn’t mean their job is any easier. They still carry their share of the load and are constantly getting dragged over curbs and scraped across the pavement in tight turns. They take a beating and are generally ignored by drivers and even maintenance people.

Asking one tire design to do all that would be a tall order indeed.

Steer axle tires take driver input to direct the vehicle, and they are working constantly against 16, 20, 24, or more companion tires that may all want to go in different directions. They need stiff sidewalls to make cornering maneuvers and keep the truck straight.

“Steer tires need to be responsive to driver input and provide good handling feel while being comfortable and provide long, even wear,” says Karl Remec, Michelin North America business model leader – regional. “Tires designed for this free-rolling wheel position are generally designed with multiple circumferential grooves, usually referred to [as] a rib tread design that provides water evacuation for wet reaction. They also have siping along the grooves to help promote even wear and often have a sacrificial groove in the shoulder area to help manage the onset of irregular wear across the crown of the tread.”

Steer tires are unique in that they carry the greatest loads on the truck, often up to 2,000 additional pounds each, compared to a drive or trailer tire. Some steer tires are rated for 6,500 to 7,000 pounds and require inflation pressures up to 120 psi in selected cases.

Compare that to the other wheel positions that seldom support loads heavier than 4,700 pounds at about 90 psi.

Steer tires arguably have the most important job, so they tend to get more attention.

“A steer tire is a free-rolling position and doesn’t have torque applied, so it’s designed to fight the onset of potential irregular wear, especially in highway operations,” notes Remec. “And steer tires in a regional or urban operation that make more frequent and tighter turns require greater scrub resistance through tread designs and rubber compounds.”

Since steer tires are exposed to all sorts of external forces cause by misalignment, bad steering system geometry and other chassis-related abnormalities, they are the most likely to exhibit signs of irregular wear sooner than other wheel positions.

Consequently, tire designers try to build in extra resistance to that sort of wear.

TIRES

Most steer tires in a highway or regional application look very similar, but their internal structures and tread compounds may be quite different across different brands. That’s not the case with drive tires. Tread designs from different manufacturers, all designed for the longhaul market and often with fuel economy and long life as the top features, can be quite different in appearance.

Is one necessarily any “better” than another? The tire makers would certainly like you to believe that. One may have lower rolling resistance and provide an advantage in fuel economy, while another may run more miles to removal.

The driving force Consider three tread designs from three tire makers: Bridgestone’s M713 Ecopia, Goodyear’s Endurance LHD, and Michelin’s X Line Energy D. Different designs lend themselves better to certain applications and exposure to various threats to the tire, such as road surfaces, off-road exposure, turning and braking, even torque from today’s high-output engines. Fleet customers prefer different makes and models for different reasons, but many will say that one tire lasts longer than another or delivers better fuel economy, while another fleet could have exactly the opposite experience.

Take pavement type for instance. Tire experts say concrete is the better surface when it comes to minimizing rolling resistance because it’s less likely than asphalt to flex under load. But because it’s a harder surface, it can be more abrasive to tire rubber. Different levels of exposure to either concrete and asphalt pavement can affect both tire life and relative fuel efficiency.

In Canada, where the majority of pavement surface is asphalt, fleets that run exclusively north of the border may choose a different tire than fleets turning many more miles on U.S. interstate highways, often made of concrete. In other words, two very different tires could be the best performers in these different scenarios.

“Different applications for drive tires require different features,” says

Bill Walmsley, Michelin North America product category manager for linehaul.

“Drive tires provide the majority of the traction needs, so tires designed for the drive axle wheel position will often incorporate lug-type tread designs – versus rib designs on the steer and trailer – and have a relatively deeper tread depth.”

But those lug-type tread designs on today’s most fuel-efficient tires bear some resemblance to rib-type tread designs. The tread blocks are often quite close together and arranged around the tire’s circumference rather than across the tread face. The proximity of the tread blocks prevents them from squirming

NO ONE LIKES ICE CREAM SOUP Our reefer units maintain consistent temperature.

So products arrive as they were meant to.

trailcon.com | 855-ROAD-RPR

SUMMER 2020 TRUCKTECH 11

ADVERTISEMENT

Efficiency through an optimized environment A thorough analysis can lead to optimization within various areas of your garage. Using an established system such as the 5S Method, a recognized Japanese-based approach, will allow you to re-evaluate all facets of your shop and ensure each mechanic has an optimized working environment.

1 SEIRI

4 SEIKETSU

Get rid of the unnecessary

Keep your work environment optimized. Integrate and standardize tasks to stabilize the first three processes. This way, your team keeps everything stored, cleaned and safe.

Eliminate unnecessary zones and material that interfere with the completion of work.

Put away, return to suppliers, discard or sell equipment, parts and tools that are generally unused. The key rests in your ability to avoid cluttering your work environment with excess objects.

2

5

SEITON Know how to tidy up

Design an effective work environment in the workshop where each element is in a well-defined location that simplifies its use. Add signs, markings or labels to the floor and walls to clarify your vision. This way, you can always easily locate what you need when you need it.

3 SEISO

– Standardize

– Cleaning up

Regularly clean up equipment and workspaces to prevent accidents and equipment malfunctions. You will also eliminate certain health risks that are harmful for your team.

SHITSUKE Rigour and discipline

Be disciplined with your staff when applying the methods. Develop an internal mindset that encourages mechanics to maintain order for themselves without the need to repeatedly remind them. This way, everyone strives to reach and maintain an optimized, user friendly and safe environment for all.

Maintenance management software helps you in identifying and locating unnecessary items from your inventory and garage.

It standardizes procedures and strengthens their application throughout the workshop. Hence you are maximizing your environment. Ultimately, an optimized workplace benefits everyone by increasing productivity, reducing health risks and improving the work environment.

)OHHW PDLQWHQDQFH VRIWZDUH VROXWLRQV :RUN RUGHUV

'DVKERDUG

0HFKDQLF V PRGH

:DUUDQWLHV DQG FODLPV

,QYHQWRU\

3ODQQLQJ

8QLWV

+LVWRU\

7LUH PDQDJHPHQW

)XHO IXLOG PDQDJHPHQW

GDWDGLV FRP

TIRES

from side to side as the tire rotates through the contact patch. Such additional movement requires energy that ultimately comes from the fuel tank.

Recent advancements in manufacturing techniques have allowed tire designers to optimize on-road traction with tiny zig-zag grooves called sipes.

Previously, building such grooves into tread blocks made it difficult to remove the tire from the curing molds at the end of the manufacturing process. Sipes provide their share of grip, but on a smaller scale than a full tread block. So, some tire makers put lots of sipes in their tires to increase traction without the compromise of more or larger tread blocks.

The tread depth on longhaul drive tires also tends to be shallower for the same reason, as the type of traction required from an on-highway tire is different than regional or off-road designs. A shallower tread usually yields lower rolling resistance, and occasionally fewer miles to removal.

That’s where compound engineering comes into play. Longer-wearing or more-resilient compounds, it is claimed, will not wear away as quickly as some of the softer compounds found in high-traction tires.

As well, Walmsley notes that drive tires can also be sensitive to stone retention, so treads are designed to try to ensure the stones are released before any tread or casing damage occurs.

“Drive axle tires provide the traction and road adherence required to start and stop the vehicle safely and efficiently in all weather conditions,” says Walmsley. “All of these various design features are designed to help a specific drive tire deliver a combination of better traction and tread wear throughout its life on the drive axle.”

Bringing up the rear Purpose-built tires for the trailer position are generally rib tires, but the truth is you can find just about any type of tire on a trailer. Fleets often move drive and steer tires to the trailer prior to retreading.

Trailers are often temporary homes for tires suffering nasty irregular wear

High-traction tires may only be needed for a portion of the year, but that’s when they can be a must. (Photo: Goodyear) from their previous position. But due to different combinations of weight and load placement, the trailer wheel position subjects tires to all sorts of irregular wear in its own right. Consequently, trailer tires are designed with a shallower tread depth than steer and drive tires, and often incorporate a lot of siping along three or four circumferential tread grooves. Some linehaul trailer tires that experience slow wear rates also include a shoulder groove to help promote even wear.

“Trailers are free-rolling wheel positions, so those tires are designed to fight the potential onset of irregular wear,” says Walmsley. “Tires designed for the free-rolling trailer axles may look similar to their cousins on the steer axle, but they take a lot of curbing, so sidewalls should have features that help protect the casing from damage.”

All that and winter, too In Canada, we also have winter to contend with, when fuel efficiency takes a back seat to traction for many fleets.

It’s rare for fleets to switch out more fuel-efficient tires for “winter” tires with a greater traction because of the cost, but it happens in some parts of the country.

Other fleets see the trade-off as manageable, erring on the side of traction year-round.

Cooper Tire recently unveiled the Work Series AWD (all weather drive) tire for regional and on-highway applications. It looks remarkably like

an on-highway drive tire, but it adds several elements designed specifically for enhanced winter traction, such as 26/32nds of tread depth, staggered tread blocks with zig-zag edges, and full-depth 3D siping. It also has the “Three Peak Mountain Snowflake” designation, which means that it has proven superior snow traction.

“When we develop a new tire, we normally come up with different tread patterns and compounds,” says Phil Mosier, Cooper Tire’s manager of commercial tire development. “It was no different here. Our first testing phase had two different tread designs, one with more longhaul-type features and the other with a more regional look to it. During testing we discovered our bestperforming tire would be a combination of the two.”

Truck tire design is a balance of many factors, such as traction or grip, wear rates, retreadability, endurance and rolling resistance for fuel economy. Tire makers always speak of the trade-offs between traction, miles-to-removal, and rolling resistance. And in previous years truck tires tended to be optimized for one, sometimes two of the three. Today’s top-tier tires are likely to be very good in all three categories thanks to advances in rubber compounding and tread design. Fleets still find that certain tires do better than others in certain applications under certain conditions. That’s why tires designed for the same purpose can look quite different.

SUMMER 2020 TRUCKTECH 13

TECHS TALK

Competing to Improve Mark Parisotto has gone from tearing down lawnmower engines in his father’s garage, to being recognized as one of the best Penske technicians in North America

BY JAMES MENZIES Like many longtime technicians, Mark Parisotto’s interest in fixing things was borne early, in his father’s garage where he developed an interest in tearing down small engines and putting them back together.

“It started with lawnmowers, pump engines, and just continued on,” Parisotto, a technician with Penske Truck Leasing told Truck Tech. “When I was in high school, I took an automotive class. I knew I wasn’t going to go to university and be a businessman and realized this is what I liked to do – to be outside and get my hands dirty.”

While learning the trade through high school in Vancouver, B.C., Parisotto developed an interest in heavy equipment and signed on for a pre-apprenticeship program in heavy-duty and commercial transport.

“It gives you a taste of everything,” he said of the program. He chose to hone in on commercial transport when launching his career more than 30 years ago. Twenty-three years ago, Parisotto joined Penske and hasn’t looked back.

“I’ve enjoyed my career. I’m enjoying it still,” Parisotto said.

One of the aspects of the job he enjoys is the ongoing training Penske provides, which allows him to keep his skills sharp. It’s essential, he said, in a rapidly changing industry that’s becoming increasingly technical.

“Every platform changes,” he said.

“Even the lights are controled by the computer when they come on. You’ve got to stay on top of it.”

Being a multi-brand dealer, Penske 14 TRUCKTECH

SUMMER 2020

(From left): Clint Smith, district service manager; Mark Parisotto, lead technician 1, and Sean Hnatiuk, area maintenance manager. Parisotto finished fifth at the inaugural Penske Truck Leasing 2019 Tech Showdown competition. (Photo: Penske) technicians have to stay on top of developments from several manufacturers, too. In addition to Penske-supplied training, Parisotto takes it upon himself to stay educated, and relies on vendors to provide training on their specific platforms. One good way to put that training to use is to enter Penke’s technician challenges.

Parisotto has made it to the regionals three times before the technician challenges were ended in 2013, and each time he finished within the top three. Last year, Penske relaunched the program, rebranded as its Tech Showdown, and Parisotto put in his best performance yet, making it to the national championships at Team Penske’s racing headquarters in Mooresville, N.C. He finished fifth among more than

760 participants. This year’s theme was exhaust stream management, an area of particular interest to Parisotto, and one of increasing importance.

Parisotto, now 50, has seen shop life evolve over the years. Technology is now omnipresent, and the breed of technicians entering the trade has changed. Parisotto’s advice to aspiring technicians is to get into the trade for the right reasons.

“A lot of young guys come into it for the money right away,” he said. “There’s going to be good money but it takes a lot of work. Sometimes it’s heavy work – you have to be physically fit. You have to be tech-savvy as well. You have to know how to use a computer and different vendor programs ... It takes a lot of commitment.”

FLEET SUMMIT

Practical strategies for fleet maintenance managers Friday, Sept. 25, 2020 8 a.m. – 12 p.m.

NEW International Centre

6900 Airport Road, Mississauga, ON

DATE

www.trucksummit.ca

Learn how your fleet can: Q Tackle corrosion Q Avoid aftertreatment challenges Q Harness trailer telematics Q Prepare shops for electric vehicles

NEW EVENT AT

www.truckworld.ca Produced by:

Official Media:

3DUWV PDQDJHU

0HFKDQLF

6KRS IRUHPDQ

2ZQHU

2XU )OHHW PDLQWHQDQFH PDQDJDPHQW VRIWZDUH LV VSHFLILFDOO\ PDGH IRU HYHU\ RSHUDWRU LQ ERWK WKH ZRUNVKRS DQG FRPSDQ\ :KHWKHU \RXUVHOI PHFKDQLF VKRS IRUHPDQ DFFRXQWDQW RU SDUWV PDQDJHU XVHV 0,5 57 DOO RI WKH PRGXOHV DUH PDGH WR IDFLOLWDWH \RXU ZRUN RQ D GDLO\ EDVLV

‹ 'DWD'LV ,QF

*R WR GDWDGLV FRP RU FDOO XV DW