Heavy Duty Trucking

SEP 2014

The Fleet Business Authority

Issue link: https://heavydutytrucking.epubxp.com/i/382090

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Page 109 of 135

as replacements," Kay says. "If the fleet noticed a drastic shift in the amount of wear, we'd work with the fleet to figure out what the problem is." And then there's the liability ques- tion. "From a legal standpoint, there's always the potential for litigation aris- ing from not maintaining the truck properly," Gilboy warns. Our sources say work is under way to resolve the question of under- utilized front brakes not condition- ing properly in normal service. This issue doesn't present a performance problem; the larger, more powerful front brakes see to that on their own. The question of lining and drum life, as well as the potential for more frequent lining changes because of noise and vibration, is a work in progress. Currently, the American Trucking Association's Technology and Main- tenance Council has a Recommended Practice (RP 628) in the revision and balloting stage that shows minimum and maximum torque values of the RSD-approved friction currently on the market. That will help users choose an aftermarket lining material that meets their needs without changing any of the vehicle performance characteristics. n that condition-in more quickly and at lower temperatures than the pre-RSD materials. As a result, we are seeing a slight improvement in drive axle wear rates in some applications." Maintain or replace? RSD raises some interesting issues. It's mandated only for new vehicles; users are not required to maintain their brakes to those standards. "There's a lot of confusion amongst fleet operators over whether or not they should maintain it," says Stemco's Reis. "What does maintain- ing it mean? Putting back one part of a 17-part system? If you really want to maintain RDS, you have to keep the vehicle in the same condition it was in when it was new, including the drums, brake linings and tires, as they all affect brake performance. If you want to take it to the nth degree, you'd have to maintain cam bushings to new condition, ensure there is no bracket fatigue and all the interfaces are within tolerance. That's a pretty tall order." Bendix and Meritor both recom- mend maintaining the truck to the original equipment standard. "Meritor is always going to recom- mend sticking with the OE materials National ® Oil Seals. Your premium quality, no compromise solution for every wheel end repair. National ® Gold ™ Low Friction Unitized Oil Seals deliver... • Dependable longer life Exclusive 100% all PTFE sealing lip outlasts the elements • Lower cost per mile Enhanced durability reduces replacement costs • The brand you can trust Leading OE Manufacturers recognize the superior capabilities of National Gold Seals and make it their first choice in sealing Contact your National Oil Seal Distributor today. ©2014 Federal-Mogul Corporation Circle 241 on Reader Action Card 106 HDT • SEPTEMBER 2014 www.truckinginfo.com New front-axle brakes required by the RSD rules use 16.5-by-5-inch brake linings with new friction material designed for high-pressure applications. Tires&Wheels

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