Road Today - - Guest Column -

The Elec­tronic Log­ging De­vice (ELD) mandate is one that just seems to keep go­ing on and on. On the Cana­dian side of the bor­der, the orig­i­nal tech­ni­cal stan­dard that was pro­duced by the CCMTA was fi­nalised in 2013, af­ter sev­eral years of dis­cus­sions and con­sul­ta­tions. The rule was largely based on the FMCSA’S ELD tech­ni­cal stan­dard pro­duced South of the bor­der, with changes made to en­sure that Cana­dian reg­u­la­tions and chal­lenges were dealt with.

The orig­i­nal FMCSA mandate was to take ef­fect in 2012, how­ever was with­drawn and held in abeyance as a result of a court chal­lenge. The FMCSA was or­dered to go back to work on the stan­dard be­fore rein­tro­duc­ing it. The US Fi­nal rule was again pub­lished in De­cem­ber of 2015, with the com­pli­ance date be­ing ef­fec­tive De­cem­ber 18th of 2017. Back in Canada, the CCMTA re­vised its tech­ni­cal stan­dard and reis­sued it in late 2016. Indi­ca­tions at the time were that the stan­dard and pro­posed reg­u­la­tion would be posted in Canada Gazette Part 1 by the spring of 2017 (af­ter it was orig­i­nally in­di­cated this would oc­cur in late fall/early win­ter of 2016). This would be fol­lowed by a 60-day com­ment pe­riod, then pub­lished in Gazette Part 2, once com­ments were ad­dressed, with a 2-year grand­fa­ther pe­riod be­fore it be­came law. Here we are in the sum­mer of 2017 and the pro­posed reg­u­la­tion has yet to be pub­lished. Con­sid­er­ing how slow things can move up the lad­der in gov­ern­ment, I guess I should not be sur­prised… how­ever it is be­com­ing slightly frus­trat­ing. It is time to get the stan­dard pub­lished in Gazette Part 1 so all in the In­dus­try can view the stan­dard, com­ment on it, ex­press their con­cerns, if there are any, and then move to the next phase of the process. On the US side of the bor­der, a re­cent Se­nate bill was in­tro­duced by Texas Rep. Brian Babin. It looks to de­lay the im­ple­men­ta­tion of the US rule by 2 years, to De­cem­ber of 2019. Most in the in­ner cir­cle do not ex­pect this bill to pass….how­ever there are no guar­an­tee’s in pol­i­tics, es­pe­cially true South of the bor­der these days.

It is in­ter­est­ing that the latest at­tempt to de­lay the leg­is­la­tion in the USA is just that, a de­lay, it is not look­ing to get it thrown out, how­ever if their de­lay tac­tic works, I as­sume the chal­lenge por­tion will fol­low. I for one hope the tac­tics South of the bor­der do not in­flu­ence Trans­port Canada’s plans on this side of the bor­der. It is well past the time to get the pro­posed leg­is­la­tion posted in Gazette 1 and get things mov­ing to the next level….another round of de­lays is not needed, nor war­ranted, we have been sit­ting in limbo with ELD’S for long enough.

One thing ap­pears clear for all in the in­dus­try to see, it is not a mat­ter of if the ELD mandate comes into ef­fect on ei­ther side of the bor­der, but a mat­ter of when.

Mike Mil­lian is the Pres­i­dent of Pri­vate Mo­tor Truck Coun­cil of Canada (PMTC), the only Cana­dian as­so­ci­a­tion ded­i­cated to the in­ter­ests of pri­vate fleet op­er­a­tors. The PMTC pro­vides fo­rums for fleet op­er­a­tors and in­dus­try stake­hold­ers to ex­change views and re­solve is­sues to­gether, and is at the forefront in rep­re­sent­ing pro­tect­ing and pro­mot­ing their in­ter­ests. For more info, visit www.pmtc. ca or call 1-877-501PMTC (7682)

This be­ing the case, lets move for­ward. On that front, one word of advice for car­ri­ers out there. If you are a Cana­dian Car­rier who op­er­ates into the United States, the law cur­rently states you must have an FMCSA com­pli­ant ELD in use by De­cem­ber of 2017. If you are wait­ing and hop­ing for a de­lay, and one does not oc­cur, you will find your­self in a mad dash to make your fleet com­pli­ant. This is not a sim­ple flick of the switch, you need to re­search sup­pli­ers, schedule in­stalls, train your Op­er­a­tions, IT and driv­ers. You will also need to check and ver­ify that your cur­rent routes can be com­pleted legally. If you are a Cana­dian only fleet, you may have a bit more time, with fi­nalised dates not yet known, but it is com­ing, and likely with in the next cou­ple of years. If you are not al­ready, start re­search­ing and start plan­ning for im­ple­men­ta­tion…the gov­ern­ment will get this pub­lished even­tu­ally, and when they do, the lead time may not be what we en­vi­sioned.

There have been a num­ber of im­por­tant up­dates and changes that could sig­nif­i­cantly im­pact parts se­lec­tion and ser­vice pro­ce­dures when ser­vic­ing Cum­mins ISX15 en­gines.

This engine se­ries has be­come a very pop­u­lar power source for over-the-road and vo­ca­tional truck­ing ap­pli­ca­tions. With a power range of 430-650 hp, these changes war­rant attention, whether re­pair­ing an engine or per­form­ing a com­plete over­haul.

“There have been five dif­fer­ent changes to the cylin­der liner de­sign,” says Steve Scott, direc­tor of Tech­ni­cal Sup­port for In­dus­trial Parts De­pot (Tor­rance, CA). IPD man­u­fac­tures and dis­trib­utes a broad range of re­place­ment parts for Cater­pil­lar, Cum­mins, Detroit Diesel, Volvo and Wauke­sha se­ries en­gines.

Po­ten­tial prob­lems in­clude ex­ces­sive engine parts wear, pre­ma­ture fail­ures, avoid­able down­time, and even cat­a­strophic engine dam­age.

Scott of­fers five tips that can help fleet spe­cial­ists and engine re­builders ser­vice Cum­mins ISX15 en­gines more ac­cu­rately and ef­fi­ciently, and in some cases with added sav­ings of time and costs.

1. Choose up­dated crit­i­cal parts:

Cylin­der kits are the heart of the Cum­mins ISX se­ries engine over­hauls. Many over-the-road users and engine re­builders re­al­ize the im­por­tance of us­ing cylin­der kits that re­flect the latest de­sign up­dates. For ex­am­ple, the cur­rent up­date of OE pis­tons for ISX15 (15-liter, sin­gle cam) en­gines features a spe­cial bush­in­g­less

de­sign with a closed skirt that is specif­i­cally made to work with APR (anti-pol­ish­ing ring) cylin­der lin­ers.

2. Use the spe­cial pis­ton in­stal­la­tion tool:

Cum­mins ISX15 cylin­der lin­ers fea­ture a re­mov­able APR that over­hangs the liner bore. To use the pis­ton in­stal­la­tion tool, re­move the APR ring from the liner, in­sert the spe­cial tool, and then pro­ceed to com­plete the pis­ton in­stal­la­tion. The pis­ton in­stal­la­tion tool pre­vents the pis­ton rings from ex­pand­ing into the APR ring groove, thus pro­vid­ing a smooth tran­si­tion of the pis­ton into the cylin­der liner. The up­dated style APR cylin­der liner from IPD is in­duc­tion heat-treated, in­cludes a pre­ci­sion-honed ID, and has an Oe-style APR car­bon scraper ring. This liner also comes with a pre­mium brass shim for ease of in­stal­la­tion.

3. Pro­tect oil ports and pas­sages from par­tic­u­lates:

Re­place­ment of gas­kets is an in­te­gral part of ev­ery in-frame or out-of-frame engine over­haul. When it comes to ser­vic­ing ISX se­ries en­gines, com­plete gas­ket sets should also con­tain a num­ber of small plugs that are used to pro­tect the oil ports of the cylin­der head, as well as the cylin­der block from dirt or other de­bris.

4. Choose the cor­rect style of con­nect­ing rod bear­ings:

Cum­mins ISX se­ries en­gines use three dif­fer­ent styles of con­nect­ing rods, mak­ing it vi­tal to use the proper type of bear­ings when re­plac­ing these parts. The early en­gines use non-drilled rods, which do not have an oil pas­sage run­ning through the con­nect­ing rod. Later en­gines use two types of drilled rods, a saw-cut type and a frac­tured type. These terms re­fer to the sur­faces be­tween the con­nect­ing rod and rod cap.

5. Press-in type camshaft bush­ings:

On ear­lier ISX dual cam en­gines, the in­jec­tor camshafts are mas­sive com­pared to the valve camshaft, with a jour­nal di­am­e­ter of 85 mm (3.346 in.), and weighs al­most 65 lbs. While it may be a com­mon prac­tice to drive the camshaft bush­ings in for other en­gines, in­stal­la­tion in­struc­tions spec­ify that the cam bush­ings (in­jec­tor and valve) need to be pressed in (rather than driven), and also pre-lu­bri­cated. Ac­cord­ing to sev­eral cylin­der head re­builders, due to the size and amount of re­ten­tion (crush) hold­ing the in­jec­tor camshaft bear­ings in place, the bush­ings can­not be driven in with­out dis­tort­ing or oth­er­wise dam­ag­ing them, which can lead to bush­ing fail­ure when the engine is put into ser­vice.

In sum­mary, it is im­por­tant to re­view and un­der­stand man­u­fac­turer up­dates and changes in or­der to select the cor­rect parts for your spe­cific ap­pli­ca­tion, and also to fol­low cur­rent pro­ce­dures when ser­vic­ing Cum­mins ISX15 en­gines.

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