BlogHotel.orgAccueil | Créer un blog | Imprimer la page Imprimer | Blog hasard Au hasard | Chercher des blogs Rechercher | Entrer dans le chat du blog Chat | | Jeux Jeux | Adminitration et édition du Blog Manager

shinenewstop Accueil | Profil | Archives | Amis
shinenewstop

Choose the Right Brake Linings for Your Truck Fleet5/6/2023
Choose the Right Brake Linings for Your Truck Fleet A friend of mine says buying brake linings is like buying pantyhose. She’s speaking of the range of choice in size, color, fit, material, style and finally, it seems, function. If any of my male readers have ever found themselves in that section of a department store, they’ll appreciate the analogy.Get more news about truck brake lings manufacturers,you can vist our website! There is no shortage of options with brake friction. Purchasing priorities range from price to performance, and somewhere in between is application, vehicle configuration, and the reason for the purchase. Reasons range from mid-life relines to pre-trade-in relines, with the odd repair thrown in to mix things up a little. All that is to say there are as many parameters to consider as there are choices of friction products in the market. Making the best choice is worth some consideration. Cost is obviously high on the list of considerations, and we’ll get to that shortly, but performance is something we know some fleets seem willing to trade away in pursuit of lower cost. In 2011 regulators made changes to the stopping distance requirements for heavy trucks, effectively cutting about 80 feet from the maximum allowable stopping distance. Brake makers and OEMs met the requirements with disc brakes and beefed up drum brakes, and they consumed a lot of engineering resources to make that happen. But those requirements don’t technically apply to trucks once they are in service. The only requirement that exists to hold a fleet’s feet to the fire on stopping distance is 49CFR 393.40, which states, “Buses, trucks and truck-tractors equipped with air brake systems and manufactured on or after March 1, 1975, and trailers manufactured on or after January 1, 1975, must, at a minimum, have a service brake system that meets the requirements of FMVSS No. 121 in effect on the date of manufacture.” There aren’t many ways to interpret that except that trucks must be maintained in such a way so that they remain compliant with the standards in effect the date they were built — which includes the reduced-stopping-distance requirements. But much of 393.40 is practically unenforceable, so some truck owners buy cheap brake linings and feel good about the money they saved. A lot of fleets are utilizing these systems to help improve or enhance their safety. If you change out that original friction to something that performs worse in stopping distance, it will certainly impact the electronics of the collision mitigation system,” says Keith McComsey, director of marketing and customer solutions for wheel-ends at Bendix Spicer Foundation Brake. “To save a few dollars on friction material, you’re effectively hindering all those investments you made in making the vehicle much safer.” Those systems are designed to reduce the closing speed as much as possible to hopefully prevent a collision, or at worst, slow the truck sufficiently to minimize the impact of a collision. By changing the stopping characteristics of the foundation brakes, the collision mitigation system cannot perform as it was intended. That shouldn’t come as a surprise, and it’s a fact widely understood by plaintiff’s attorneys. Imagine yourself in the witness chair defending your choice of aftermarket friction in a fatal collision case. The friction material may not have made a functional difference in the outcome of the collision, but no attorney worth his or her salt is going pass up asking why you chose a cheap and unproven aftermarket brake lining rather than the more expensive OE lining or high-quality aftermarket product.
Poster un Commentaire

Entry 552 of 3956
Précédent | Suivant

Blog suivant >> Signaler un abus?Haut de page