As a truck driver, your rig will inevitably experience a tire-related issue and you’ll be stuck on the side of the highway. When that happens, you need to get your truck back on the road quickly. Imagine being able to instantly connect with emergency roadside tire service, simply by touching the screen of your smartphone.
The recently unveiled Goodyear RoadService app can be downloaded to Android-based smartphones from Google’s Play Store, and to iPhones from Apple’s App Store, all at no charge.
“Our new app expedites the emergency road service call process in order to help get trucks up and running again quickly,” said Goodyear’s digital guru Jose Martinez. “With a touch of the screen, a driver will be placed in contact with the Goodyear’s 24/7 FleetHQ Solution Center, where trained professionals will collect the necessary information, including the location of the immobilized truck.”
The FleetHQ Solution Center professionals will then locate the nearest Goodyear commercial tire dealership and dispatch a tire service technician with the right tire and adequate equipment to the truck’s location. The technician will assess the truck’s tire condition “and render the appropriate tire service,” according to Martinez.
Goodyear says that FleetHQ provides the fastest roll-time in the commercial trucking industry: an average of just two hours and 11 minutes from the moment that a truck driver contacts the call center till the moment his or her truck returns to service. “More than 2,200 locations across North America help ensure that a servicing dealer is never too far away from a truck driver who needs help,” says Martinez.
The Goodyear RoadService app also contains a “My Information” feature that allows drivers, when appropriate, to enter vital information like tractor and trailer unit numbers and other data before they contact the Solution Center. “Ensuring that this important info is ‘ready to go’ ahead of time expedites the road service process even more,” notes Martinez.
The app also lets users search for nearby Goodyear commercial truck tire dealerships and provides information about the products, services and hours of operation that these dealerships offer.
“Goodyear’s RoadService app focuses exclusively on connecting truck drivers with the help they need to get their trucks back on the road quickly and efficiently,” explained Martinez. “If a truck isn’t rolling, it isn’t making money. When their trucks experience tire issues, they need fast, expert service. This makes the new Goodyear RoadService App a ‘must have’ for truck drivers.”
Think It Over: Finding the Right Fit
By Dan Baker
Hello again, all you good student drivers. I’m honored to be able to share a few ideas with you again. I got to thinking about how it must be when you’re in driving school, and you hear all that talk about what it’s going to be like when you get out there on the road.
You will have all kinds of recruiters visiting with you, and all of them will be very enthusiastic about their company and what it has to offer. You will be told about what they pay, how often you’ll get home, what kind of freight they haul, and what kind of truck you’ll be driving. I am sure it will be very exciting, and I sincerely hope you begin your driving career with a company that truly suits your needs.
But as you are going through all of this, make certain that you check on some of the very basic things that can either make or break your early driving career.
First of all, are you going to be driving for a company that can get you home on a regular and timely basis? A lot of drivers will sign on with a company that promises to get them home every two weeks or every week, and it turns out that their freight lanes don’t allow that to happen. Get your recruiter to spell out the home time very clearly. If the home time thing doesn’t work, this company is not for you.
Secondly, ask if their company has a new driver dispatcher, who is dedicated to new drivers only, who can get you started with a lot of extra attention to the little things that new drivers often have trouble with. That extra attention, to get you in the saddle is worth its weight in gold.
Thirdly, when you do get a regular dispatcher, make certain that their dispatchers are not overloaded on the number of drivers that they have on their dispatch board. Get the recruiter to give you those numbers, and if your dispatcher has over 45 drivers on his or her board, you may not get the attention you need while you are learning the ropes.
Fourth, if at all possible, see if you can find the time or the place to visit with some of the real money making, mile running mossback drivers who already drive for that company. If you have to go out on your own time to get to meet some of them, it will be worth your time. I am not doubting what your recruiter is telling you, but that recruiter doesn’t actually drive for that company, and if you could talk with some of the people that do, you will be miles ahead.
Finally, promise yourself now that when you do choose a company to drive for, you will give them a fair chance. If you will look at the statistics for new drivers, you will see that the highest turnover is within the first several weeks. That is easy to understand, because this is a tough time, and it can cause a lot of frustration and confusion. But promise yourself up front, that you are going to give this six months before you decide to stay or leave. And if you will do that, I can assure you, that whether you stay with your company or not, you will have the knowledge and experience to move on to another company that fits better, and you’ll probably stay in the business.
I wish you all the best. Dan Baker
Intro To Trucking: What It’s Really Like Trucking, part 23
Maintenance and Repairs
By Timothy D. Brady
Preventive maintenance (PM) and getting the truck and trailer repaired in a timely manner is paramount to making a decent living in trucking. Let’s see how our two truckers are handling PMs and repairs.
What are three challenges facing you concerning regular PM scheduling on the truck and trailer you operate?
Naomi:1. Getting to terminal; been gone so long I forgot what it looks like
2. Picking up dropped trailers that are out of inspection.
3. Nada… just gotta get to terminal!
Ben: I really don’t have any problems with PM scheduling. My company sends me a message about two weeks prior to the PM date, so I can make an appointment at the terminal.
What is the longest delay you’ve had because a repair was being completed? How did you handle it?
Naomi:6 days in Crossville – blown turbo. Took’em forever. Load was repowered; I was left an empty so once repairs were done I could get going again.
Ben: A couple of weeks ago I was in Oklahoma and had a blowout on the trailer, on a two-lane with no breakdown lane. I found a gravel lot and parked. Because I was so far from any roadside repair service, it took six hours to get anyone out there to fix it. Because of that, I ran out of hours and took my break there. Getting mad wouldn’t help a thing. I got some sleep and then got going when my break was up.
The three truck or trailer repairs that seem to happen the most?
A. Tires blown
B. Lights out
C. Air hoses
D. BRAKES ON TRAILERS
A. Tire failures or picking up trailers with bad tires.
B. Lights, having a light or two out – or missing.
C. Either brakes out of adjustment or worn out. Even though most trailers have self-adjusting brakes you have to do a pump-down brake check for them to self-adjust. Some drivers don’t know that.
What’s your opinion concerning CSA regulations regarding maintenance and repair?
Naomi:It’s my responsibility OTR to get repairs done. So it’s my fault if I don’t.
Ben:I really don’t have a problem with the regulations. Safety is most important. But like the way everything is going, it’s over-regulated.
Naomi:HOS. Still kicking my butt on the 34 restart due to me beinga night driver. My sleep is all jacked up. They reset me to a day shift.
Ben:I have a new dispatcher for the second time this month. It’s difficult when this happens because you have to learn this person and they have to learn you. It’s really starting to get aggravating because it’s affecting my earnings and miles in the wrong direction.
Naomi: I-94, Forsyth, Montana, middle of the night a flatbedder lost his load and instead of calling highway patrol, he calls a friend with a forklift. Blacker than Darth Vader’s robe; had the three triangle markers out and hazards on, but taking up all the right lane w/no warnings. Just “Hey, here we are.” I called 911- that was a wreck in the making.
Witnessing a horrendous wreck- a car cut off a semi; didn’t clear the semi and clipped truck’s fender, the car went rolling. Car disintegrated. Semi tried to avoid them but they had no chance. Killed 3. Not a good day.
Ben: I was traveling on I-40w in Brownsville, Tennessee, the other morning and on the eastbound side at the scales a truck exited through the entrance and started going the wrong way down the interstate. I have no idea what was going through this driver’s mind but thankfully he stopped before a serious accident happened.
Advice for someone just finishing school about PM ?
Naomi:Never ignore it. Get’er done on time or it’ll cost you in downtime later while a repair is completed.
Ben:Preventive Maintenance is the one thing I can control as a driver. I’m very fortunate in that I drive for a company that takes it seriously. So my advice is, make sure the company you drive for takes PM very seriously – gives you ample warning when it needs to be scheduled and then they actually repair and fix any deficiencies or problems they find. A little problem in the shop can become a huge problem on the road. And downtime on the road is costly—to both the company and the driver.
Here’s to your future great loads and great roads.
Along with supporting the back end of your truck, drive axles also convert speed to torque and direct power to the wheel ends. As with un-powered axles, drive axles provide the connection between the truck’s suspension and its wheel-ends.
Even though engine-torque ratings are higher than ever, more torque is needed to get a truck rolling. This is accomplished through gears in both the transmission and drive axles. As a gear ratio goes higher, 4.10 for instance, speed decreases and torque increases. As the ratio goes lower, torque decreases and speed increases. In a long-haul, low-weight application where fuel economy is important, a “fast” ratio such as 3.73 might be spec’ed.
The main gears in a drive axle are the pinion gear (input) and the ring gear (output). The layout of these two gears in the drive axle allows the power to make the 90-degree “turn” to reach the wheel-ends.
On a straight road, all of a vehicle’s wheels should be turning at nearly the same speed. But, if we drive through a curve in the road, distributing the force in the correct proportion between the left and right drive wheels requires “differential” gearing to allow the wheels to turn at “different” speeds, as the wheels on the outside of the curve travel farther than the wheels on the inside of the curve.
When the drivetrain’s pushing power can overcome the tires’ ability to stick to the road, tandem drive axle configurations are used to divide force across a greater number of wheels, reducing the chance of spinning the wheels.
Because a difference in tire sizes between axles is almost unavoidable, and because axle spacing can add to the difference in travel-distance at each wheel position when driving through a curve, an extra set of differential gearing, called the “inter-axle differential” or “power-divider,” allows the two axles to turn at slightly different speeds.
The differential gearing that allows wheels to rotate at different rates when traveling through a turn, however, creates a problem when the wheels on either side of a differential do not have equal traction. With an “open” differential, the wheel with the least traction gets the most power, and there you sit, spinning one wheel and getting nowhere.
With the potentially huge difference in traction across the wheel positions in a tandem drive axle configuration, it’s sometimes necessary to be able to “lock” or disable the inter-axle differential in low-traction situations. Today’s ABS systems can perform this function by selectively braking any wheel that is spinning due to lack of traction.
Web Roads: Trucking Heroes
Goodyear Highway Hero Program Recognizes Bravery
By Tom Kelley
Do you know a professional truck driver who has performed a heroic deed while on the road? Goodyear wants to hear the story!
Goodyear is now accepting nominations for its 2013 North America Highway Hero Award through November 29th, 2013 at www.goodyeartrucktires.com. The prestigious award honors truck drivers who put themselves in harm’s way to help other people. The winner will receive a cash award, a custom Goodyear Highway Hero ring, and other prizes. To recognize those who help bring attention to the heroic acts of truckers, the person who nominates the winning Highway Hero will also receive a cash award.
For over 30 years, Goodyear’s Highway Hero program has been the trucking industry’s highest honor, presented each year to truckers who put themselves in harm’s way to help others.
Nominations for the 2013 recipients are now being accepted, and for the first time, the nominations can be made through an online form, thanks to a newly upgraded Highway Hero section on the Goodyear website.
The Highway Hero nominee must be a full-time truck driver residing in the US or Canada, and the incident must have occurred in the US or Canada. The nominee must be on the job or on the way to or from work, and in his/her rig at the time of the incident. The nominee’s truck at the time of the incident must have 12 wheels or more. The incident must have occurred between November 16, 2012, and November 16, 2013 to qualify for this year’s program. Nominations must be received by November 29, 2013.
The presentation, to be made at the 2014 TWNA Industry Awards Banquet in March, will mark the 31st anniversary of the Goodyear Highway Hero Award, which was created to elevate the image of professional truck drivers. “The Goodyear Highway Hero Award is the first – and most prestigious – award of its kind,” said Phillip Kane, Goodyear’s VP of Commercial Tire Systems.
“These are just a few of the many acts of heroism that our Highway Hero Award winners have performed since the Goodyear Highway Hero program was created in 1983,” said Kane. “Through the program, we’ve heard hundreds of stories about truck drivers’ bravery and selflessness. “If you know of a truck driver who has performed a selfless act, including putting his or her own safety at risk, to help someone else, please tell us,” Kane added.
After the nomination period ends, the list of Highway Hero candidates will be pared down to four finalists. A panel of trucking industry judges will then select the 31st Goodyear North American Highway Hero, who will be revealed in March 2014 during the Mid America Trucking Show in Louisville, Kentucky.
Think It Over: Your Attitude Determines Your Altitude
By Dan Baker
Years ago, when I was in high school in Harlingen, Texas, I made terrible grades in Chemistry Class. My teacher, Mr. Bryant, did everything he could to help me, but I still flunked the course. That chemistry class failure stayed with me for years.
When I attended my 20th High School reunion, I was surprised to see Mr. Bryant, my chemistry teacher in attendance. So, I went up to him, slapped him on the back and said, “Mr. Bryant, I remember way back in 1956, when you flunked me in chemistry class.”
And Mr. Bryant didn’t blink an eye. He looked at me and said, “Dan Baker, I didn’t flunk you in chemistry class. You flunked yourself. And all I did was just keep score!!”
I will never forget that moment. I learned something right then and there that has stayed with me for all those years. When we fail, we usually fail ourselves. When we flunk out in a job, we usually flunk ourselves out.
Here I am again, telling you that most of your problems as a student are probably not your teacher, or your instructor. They are probably you and your own attitude. No, I am not accusing you, but I just want to make certain that you realize that the most important thing about being a Student Driver is you and your own attitude.
You are not in school to pass, or to get by. You are in school to learn a new trade. You are there to take advantage of a new opportunity that can change your life. If you doubt what I am saying, spend some time talking to some of the old mile running, money making mossback drivers, and listen to what they will tell you.
The business of being a professional truck driver is one of the highest callings left in today’s working person’s market. If you can master the art and the skills of driving professionally, you will never have to look back. It offers you more security, more personal fulfillment and more financial stability than almost anything else you can do for the time required and the energy expended.
But you won’t get there if you are expecting a teacher or instructor to give you something you have to earn for yourself. Why do I say all this to you?
I say it to remind you to see your driving school time as a great learning opportunity. Be open. Be curious. Ask a lot of questions. Listen ten times more than you talk, and soak up everything the older, more experienced drivers have to tell you.
I’ve been in this business for over forty years as a consultant and teacher, and I can tell you that when I need to re-charge my batteries, I don’t talk to trucking company owners, or dispatchers, or other consultants. I go find me a real live, walking, talking truck driver and spend some time with him or her. Doing what? Listening. Asking. Absorbing. Soaking it all up.
Always remember that the guy that knows more about how to do a job than anybody else is the guy who is already doing that job. Go listen and learn and don’t flunk yourself out of this great opportu
Intro To Trucking: What It’s Really Like Trucking, Part 22
Finding Safe Parking
By Timothy D. Brady
Finding 18-wheeler parking has been challenging for truckers for decades. With the added HOS 30-minute break within the first 8 hours of driving each day, let’s see how our two truckers are handling parking: is it better or worse than before?
Overcoming challenges concerning finding a safe, secure parking place?
Naomi:Parking’s an ongoing thorn in the side of all drivers. It really depends on where in the country you are. Lighting, proximity to building(s) and security all factor in. I take time daily planning multiple places, to find an adequate parking spot.
Ben: A lot of the customers don’t allow parking at their facilities. I may have time to get there, but not to get to a safe place after I’m done. So I have to deliver the next day to ensure I’m not out of hours when I leave. I try to get started as early as possible, so around 5 or 6 pm I’m parked. It’s easier to find parking then instead of 8, 9 or later. On average, in a month, how many times do you run beyond available driving hours to find parking?
Naomi:I have only one time where I’ve gone over my hours. And it wasn’t my lack of planning. It was sitting at a shipper for 7 hours. So I’d have to say ‘never.’
Ben: I never run over my hours; never have. I usually know where I’m going to park for my break before I start. I first check with the customer about parking; if I can’t park there, I’ll find the closest truckstop or rest area. The three most common parking problems you find with the new 30-minute break? The new 34-Hour Restart in regards to parking?
Naomi:30-minute break is one issue only: STOP PARKING ON THE FUEL ISLAND OR LINE. OMG, LAZY JERKS. Too lazy to find a place to park in mid-day for a break.
The restart… I’ve been rolling recap, so I haven’t had a reset until this weekend. I’ll have to see how it goes. Usually I just find a rest area to do my 30 minutes, so I can play with my puppy.
Ben: The 30-minute break isn’t really causing any problems. I just make sure I take it between my 3rd and 7th hours to ensure I don’t have to take another 30 during my day, and also to find a place to park without going over the 8th hour. The 34 is the dumbest rule I’ve ever heard of, only being able to take one in an 8-day period. If I take a 34 and it doesn’t count, I have to run off my recap hours, which can cut into how much money I potentially make that week.
What’s the one change you’d like for truckstops, shippers, receivers, trucking companies and states to increase available parking?
Naomi:We are OTR away from home; it needs to be clean, offer a better variety of foods, and adequate space for us to park. Stop assuming we can park 50 trucks in a parking lot built for 25. Shippers and receivers need to offer parking for those of us delivering or picking up. It’s their product we’re dealing with.
And cities need to understand the federal laws before they write local ones that put us in violation. Look at what Coon Rapids, Minnesota did – 8 hour limit; idiots!
Ben: Make a law if you run out of hours at a shipper they have to let you take your break. ALL of the closed rest areas need to be reopened.
Naomi:It’s been quiet; I’m really settling into the groove.
Ben: I got a new dispatcher recently. It’s difficult trying to keep everything going smoothly. I’ve gotten some loads where I had to run at night. I’m not a night driver; it’s extremely hard for me to see. I get tired faster as well. Interesting experiences?
Naomi:I was in Boston; had to make a tight right turn. I set up; got it perfect. I looked down and two gals in their 30’s in an SUV were pointing and yelling “That’s a GIRL!” and started clapping. Made me smile.
Ben: I rolled into a Pilot truckstop around 2am in Temple, Georgia, MM 19. They had probably half their lot empty. I couldn’t believe there was plenty of parking; never seen anything like it.
Advice for someone about finding safe parking?
Naomi:Always stop and smell the roses or, as someone said to me today, smell the coffee.
Ben: Always be aware of your surroundings.
Here’s to your future great loads and great roads.
Increasingly used in identification systems throughout the trucking industry, transponder tags provide a low cost, high speed, two way communications link between a stationary “reader” and one or more vehicles, whether parked or in motion.
First used to track cattle and radioactive cargo in transit, the Radio Frequency IDentification (RFID) technology used by these transponder tags is today employed in a wide variety of applications ranging from scale bypass systems such as PrePass, to Electronic Toll Collection (ETC) systems on highways around the country, to gate access and fuel authorization systems at increasing numbers of terminals and truckstops.
There are two major types of transponders are available, depending on the communication needs of the application.
Passive transponders act merely as an electronic “license plate” or identification badge, sending out encoded data stored in the transponder’s memory when brought within range of a compatible reader.
This type of transponder has no electronic link to the vehicle and the data carried is typically controlled by the systems connected to the reader.
An active transponder still has memory space for reader-controlled data, but also has a link to the vehicle data bus to allow for transfer of vehicle operating data between the transponder and the information systems connected to the reader.
Imagine a tractor-trailer transporting time-sensitive freight from Dallas approaching the carrier’s terminal in Memphis in freezing rain and high winds. The driver passes smoothly into the terminal without having to stop, check in at the gate or roll down his rain-drenched window. As he crosses the gate, the truck’s location and freight contents are immediately updated in the carrier’s computer system nationwide.
In the carrier’s Cleveland terminal, the phone rings and a nervous voice asks about a high priority shipment that left Dallas earlier that day.
Only a few computer keystrokes later, the terminal employee assures the customer that his freight is part of a shipment that was just checked in at Memphis and is currently ahead of schedule for the promised delivery time in Cleveland.
This kind of tracking may sound too good to be true, but at many terminals around the country, it happens every day. Faced with the need to cost-effectively track cargo and equipment, many carriers are turning to Automated Vehicle Identification (AVI) systems.
AVI systems are specifically designed for motion and distance applications. An integrated reader system gathers identification data from moving objects, such as a truck or trailer, and transfers that data to a computerized network that connects all of a carrier’s regional terminals. This information can then be used to efficiently and quickly track shipments and equipment throughout the system.
The vehicle tag is encoded with any data the fleet administration requires, and is then mounted to a truck, trailer or dolly. As the vehicle travels past the reader, the information within the tag is identified by the reader and automatically transmitted to a computer, where it is compiled in a database. The data can then be used for a wide variety of applications.
Because the trucks don’t have to stop at the gate to be manually checked-in and recorded, the drivers pass through into the terminal, unload their freight, and are on their way. With the manual systems, it’s quite common to see trucks in line at the gates of busier terminals, waiting for paperwork.
Web Roads: Get Smart!
Freightliner Blog Helps Truckers Run Smart
By Tom Kelley
In spite of all the high-tech componentry built into most new trucks, the trucking industry seems to be technologically behind in using technology when it comes to connecting with and educating truckers on the web. One notable exception is the Team Run Smart site developed by Freightliner Trucks.
Last summer, Freightliner launched its interactive community as an open online community offering a wealth of industry resources. The site was developed to help owner-operators, company drivers and fleet managers advance in the business of trucking.
The Team Run Smart community is accessible through a dedicated website, mobile device site, Facebook, Twitter and YouTube. The site features interactive tools that focus on everything from keeping operating costs low to staying healthier on the road. The Run Smart community includes contributions from third-party industry experts and fosters interaction with other industry professionals.
The Team Run Smart site contains an extensive variety of articles and blogs that are easy for users to access and comment on, including:
- Truck Smart: Provides tips on reducing operating costs; maximizing uptime; record keeping; and information on driving resale value.
- Fuel Smart: With fuel costs being among the largest expense, this forum features ideas on how drivers can optimize fuel consumption and improve efficiency.
- Business Smart: Focused on the business side of trucking, this forum includes useful information on maximizing revenue while minimizing expenses.
- Health Smart: Features tips to help drivers maintain a healthy lifestyle on and off the road.
Another key feature of the community is the content provided by the Team Run Smart Pros, a group of professional truck drivers who blog about their impressions of the Cascadia trucks and Detroit engines, as well as offering tips to other drivers. The Team Run Smart Pros are real drivers with real advice. Their expertise lies in years of experience on the road and continuous success in the business of trucking.
The current Team Run Smart Pros are Henry Albert, Linda Caffee, Jeff Clark, Jimmy Nevarez and Joey Slaughter. The program provides these owner-operators with the opportunity to drive a Freightliner Cascadia truck equipped with a Detroit DD15 engine.
Henry Albert is the owner of Albert Transport, based in Statesville, NC, hauling general freight throughout the United States. A trucker for more than 25 years, Albert was recognized by Overdrive magazine as its 2007 Trucker of the Year. Albert was also part of the Freightliner Trucks “Slice of Life” program, where he blogged about his impressions of the
2010 Freightliner Cascadia and tips for achieving optimal fuel mileage.
Linda Caffee of Silex, MO, has had her Class A CDL for 29 years and has been team driving with her husband Bob for the past eight years as Owner Operators. She is on the Women in Trucking Board of Directors as well as the St. Christopher’s Board of Directors. Bob and Linda are involved in the Trucker Buddy program as well as being Trucker Buddy Ambassadors.
Based in Kewaunee, WI, Jeff Clark has been involved in the trucking industry for 30 years. He enjoys discussing the business side of trucking and working with customers. An avid runner and bike rider, Clark also writes about healthy living. Clark was recognized by Truckers News as its 2008 Highway Health Hero of the Year.
Jimmy Nevarez has been in the trucking industry for 11 years following his service in the US military. Based out of Yorba Linda, CA, Nevarez owns Angus Transportation. He uses his bachelor’s degree in business to offer insights on how to improve a driver’s bottom line. Driving runs in the family for Nevarez; he was heavily influenced by his grandparents, who were team drivers.
Joey Slaughter is the owner of Blue Ridge Transport, an auto carrier based in Ringgold, VA. Since 1992, Slaughter has operated dry vans, reefers, gasoline tankers, hot shots, doubles and most recently a car hauler. He is also a certified transportation broker, a US Army veteran, and still serves as a Sergeant Major in the Virginia Army National Guard.
“The Team Run Smart Pros were selected based on their amount of knowledge, professionalism and dedication to the industry,” said Mike McHorse, on-highway marketing manager for Freightliner Trucks. “With the addition of these experienced professionals, the Team Run Smart community grows stronger and stands as the definitive guide to helping business-minded drivers succeed and lead healthy lifestyles on the road.”
Even though the first automotive disc brakes were patented in 1902, it took nearly a half century before the technology started being used on a production basis. Typical disc brakes use a rotor fitted to the wheel hub, and caliper mounted to the axle. Within the caliper are two brake pads, one on each side of the rotor, that clamp together when brake pressure is applied.
Disc brakes offer much better stopping performance than comparable drum brakes, including much greater resistance to brake fade. In a drum brake, excessive heat expands the drum away from the linings and leads to brake fade. In a disc brake, as heat builds up, the rotor expands towards the pads, greatly minimizing brake fade.
Where heat to builds up inside the drum during heavy braking on a drum brake system, the friction surface of the rotor used in disc brakes is fully exposed to outside air. This exposure works to constantly cool the rotor, greatly reducing its tendency to overheat.
Disc brakes are also more reliable than drum brakes due to their simplicity, as well as their ease of adjustment and maintenance. According to Bendix, changing air disc brake pads takes just one-fifth the time it typically takes to change conventional S-Cam drum brake linings.
As with disc brakes on cars, early adoption of disc brakes on commercial trucks also took place in Europe. It’s estimated that nearly all front axles on new Class 5 through 8 trucks and buses in Europe are equipped with disc brakes, and almost half of rear axles are so equipped. In North America, the use of disc brakes in the commercial truck market was measured in fractions of a percent until just recently.
In addition to stopping distance, a key benefit of using disc brakes is the consistency of torque output throughout the range of brake operating temperatures. Resistance to temperature-related fade offers lower operating brake pressures during long downhill descents and reduces the potential for side-to-side steering pull during braking.
Modern disc brakes also offer improved water recovery, lower brake-lag than previous disc products, and higher mechanical efficiency than current drum brakes.
We accept the challenge of supporting drivers uniquely. We have immediate needs for Co. Drivers, Haz-Mat Teams, Students. We have a variety of dedicated positions open. Call now, talk to a recruiter & join our team. If home is East: 866-569-3318, if home is West: 866-620-4897