Look at all the money these guys generate in repairs, it's built into the work force, they keepDon’t know where they get these guys.
What's a rough estimate for repair of that on a out of warranty machine?Photos Part Deux
A problem built into air disc-Heat. The cavity where the seal is small plus the rotor is tucked inside
the drop center of wheel. Which allows for very little cooling through the rotor veins. Depending
on brake usage the seals cook, especially the National type OEM. Air disc works in some applications,
out here in many cases trucks are spec'd with disc on the steer drum on tag and drive. My experience
with air disc-it's definitely not cost effective in a fleet-OO maybe.
NHTSB--stopping distance-which is really negligible in the real world, not on a test track.So what is the benefit of disc? Isn't heat dissipation the point of disc?
NHTSB--stopping distance-which is really negligible in the real world, not on a test track.
Trucks are not required to have air disc, but many jumped on the band wagon with sales pitch.
Problem is the thinner the rotor gets the faster it heats. Drums have x amount more
friction surface and a open cavity for air, Disc doesn't do well in stop and go traffic.
*
The real benefit of air disc is the manufacture keeps your wallet vacuumed, a complete brake
replacement with disc on a three axle tractor can hit $8,000. Drum $2,000.
I was seeing major dollar signs. Thanks for answering.Truckshop- a reman final and brake group for that 785D is pushing 90k, no telling what they’d charge in add bills or core value deductions.
Well people are finding out and in some cases, dropping the disc and going with drum. I put a stop to itSounds about right. The Fed will be mandating that soon enough . . .
I’ve seen a few haul truck finals that had to be gas axed apart to get the guts out. Last I heard Reman 793 finals were going for $200k a copy not including the Core Charge Credit, trash one and it would probably be upwards of 250k.I wish I still had pictures of the D11R I had to cut the planetary carrier out of it to get the axle shaft out to pull the final. That was the worst exploded final I ever came across.
Holy Moly.I’ve seen a few haul truck finals that had to be gas axed apart to get the guts out. Last I heard Reman 793 finals were going for $200k a copy not including the Core Charge Credit, trash one and it would probably be upwards of 250k.
Last fleet I worked with were 785D, small by mining standards, only 150 ton payload. A planned component replacement at 18k hours for everything in the power train from the radiator through to the final drives, steering overhaul, suspension, & dump body cylinders came to just short of $1m a copy in parts. We had 35 trucks and basically at any given time one of them was going through that process.
We could turn one round in 30 days, so 12 trucks a year. With each truck working on average 6k hours each year the math worked out perfectly.
I got bored doing certified power trains at the cat shop I worked at after 2 or 3 months id probably be looking for more exciting workLast fleet I worked with were 785D, small by mining standards, only 150 ton payload. A planned component replacement at 18k hours for everything in the power train from the radiator through to the final drives, steering overhaul, suspension, & dump body cylinders came to just short of $1m a copy in parts. We had 35 trucks and basically at any given time one of them was going through that process.
We could turn one round in 30 days, so 12 trucks a year. With each truck working on average 6k hours each year the math worked out perfectly.