OOIDA will ask for rehearing on ELD lawsuit

17 Nov by Vitaliy Dadalyan Tags:

Commentary: Clearing up Confusion About Reman

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Denise Rondini

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Denise Rondini

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For years there has been confusion around the term remanufacturing, making it difficult for fleets to make decisions about buying reman parts. Recently, however, six leading associations with members in the automotive sector reached agreement on both the term remanufacturing and core.

Here's what they agreed to:

Remanufacturing is a standard industrial process by which cores are returned to same-as-new, or better, condition and performance. The process is in line with specific technical specifications, including engineering, quality and testing standards. The process yields fully warranted products.

A core is a previously sold, worn or non-functional product or part, intended for the remanufacturing process. During reverse logistics, a core is protected, handled and identified for manufacturing to avoid damage and to preserve its value. A core is not waste or scrap and is not intended to be reused before remanufacturing.

Bendix Commercial Vehicle Systems' director of remanufacturing, Henry Foxx, sees the agreement as “the first step in providing the fleet owner or manager a criteria to distinguish between various supplier offerings of replacement products. This terminology gives fleet owners or managers the insight they need to ask the right questions of potential suppliers to ensure their products have gone through rigorous remanufacturing processes. With this knowledge, fleet owners can have confidence in the performance of the remanufactured product they select.”

He adds that without a common definition of remanufactured products, products with different quality levels could be grouped together, causing confusion in the marketplace. “There has long been concern around rebuilders offering products locally or sourcing products globally that do not provide the same performance and durability, of a remanufactured product, but still being perceived as a remanufactured product by the marketplace.”

John Chalifoux, president and COO of Motor & Equipment Remanufacturers Association, says, “In three words, the parties agree that [remanufacturing] is a ...Read the rest of this story

17 Nov by Vitaliy Dadalyan Tags:

The Quest for Peace and Quiet

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Driveline vibration can be felt in the cab and it can result from incorrect driveline angles, damaged U-joints or an unbalanced condition.


Driveline vibration can be felt in the cab and it can result from incorrect driveline angles, damaged U-joints or an unbalanced condition.


Noise, Vibration & Harshness is not the name of a truck-chasing law firm. NVH is something manufacturers try very hard to engineer out of their products, but it's often like a game of whack-a-mole. Once you solve one problem, another shows up.

Take the effort to reduce noise levels inside the cab. Engineers do everything possible to eliminate the obvious sources of noise and vibration – they design new cab and engine mounts, they isolate the frame and the powertrain from the cab as much as they can. Then, with the newly quieted cab, drivers start noticing the squeaks and rattles they were couldn't hear before because of engine and wind noise.

Consider the possible sources of NVH: engines, tires, suspensions, cab squeaks, wind noise, drivetrain, brakes and more. Truck and engine makers and component suppliers test endlessly for NVH, seeking to isolate the source of the noise or vibration from the cab if they can't reduce or eliminate it at the source.

Some sources of NVH are third-party sources. Tires, for instance. More aggressive tread patterns, such as lug or open-shoulder tread, tend to be noisier than rib-tread tires. The tire noise doesn't make its way into the cab through physical contact with the cab, but by being a source of noise that happens to be in close proximity to the driver.

Tires and wheels can also be a source of vibration, such as when they are unbalanced.

“Drivers feel the vibration either through the steering column and steering wheel, in the case of a steer tire problem, or through the cab floor and seat in the case of a drive tire problem,” says Steve Ludwig, senior product development engineer at IMI, ...Read the rest of this story

17 Nov by Vitaliy Dadalyan Tags:

Dry Van Orders Hit 10-Month High in October

Net orders for all trailer types were up in October compared to the previous month and essentially met expectations, according to a report from FTR.

Trailer orders totaled 20,200 units for the month, up 72% from September but down 38% from October 2015. Dry van orders hit the highest point of 2016 but again, they were significantly down from the robust numbers seen in 2015. Refrigerated van orders are steady while flatbeds are still in decline.

“The trailer market is coming back in sync with the Class 8 markets,” said Don Ake, FTR vice president of commercial vehicles. “Large fleets are ordering trailers for replacements in 2017, but not at the level of previous years. They also are not placing many orders for more than six months out.”

Backlogs on orders dipped 3% and FTR believes they will stabilize. Based on order rate and declining backlogs, production is expected to fall by a moderate amount in November.

“November production will be somewhat weaker, and December will be impacted by extended shutdown days around the holiday,” said Ake. “January builds should increase, but are dependent on orders staying stable in November and December.”

Related: What Smart Tanker Fleets Are Spec'ing

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