beyerjf

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About beyerjf

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    Male
  • Location
    Livingston TX
  • Interests
    Lounge organist, old Studebakers, bicycling

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  1. The flush and fill would be an effective PM, but a sample taken once at that point would be borderline useless. Sounds like the current service procedure on modern automatic transmissions. They no longer recommend pulling the pan, replacing the filter etc. They also flush and refill.
  2. When you consider the absolute hell that an injector in a diesel engine endures, I find it amazing that they last 100,000 miles, much less the 750,000 miles I have on the current set in my Detroit reman engine. A marvel of modern technology in my book.
  3. What is Volvo's opinion on the topic? I was under the impression that it is a completely sealed unit, no field service possible and the only way to repair it was to replace the entire unit. Are you trying to predict a failure? I thought that the transmission would give other indications of it's demise. If few people are sampling the units, the laboratories that analyse the sample would have little to go on to give you an opinion on the condition. Their interpretation of the any sample is critical. And all of them will tell you they can't give you a good quality opinion without several samples taken at regular intervals of the same unit, combined with the aggregate experience they have accumulated with similar units.
  4. It isn't just an RV that catches hell when you essentially move it sideways. We have to maneuver all sorts of trailers into place that requires that move, and I can watch the various components strain to the limit. The tires are sliding sideways, the suspension is taking loads in a direction not designed for, the frame is getting twisted. To be avoided if at all possible. And if it must be done try to anticipate how severe the stresses will be.
  5. To answer some of the questions, trying to stay on topic. I own 3 Studebakers, everything vehicle and of personal interest to me is spelled out in photographs on my Flickr site: https://www.flickr.com/photos/118502133@N04/? My HDT cost experience won't be of much use. I amortize costs over a much larger base of miles- averaging almost 100,000 miles per year for the past 17 years on my current tractor. The cost of my acquisition is about $06 per mile, someone buying a new tractor today and keeping it for 5 years would be $.16. His lower maintenance cost would offset some of the difference, but I would win. Other variables that affect the cost in a big way are the fact that I am a trained mechanic that sub contracts only very large repairs, overhauls, clutches, that sort of thing. I have 3 friends in the same business who do not do any of their own work. My average maintenance cost is $.12 per mile, my buddies start at about .$16 per mile (subsidized company shop) and the worst is $.40 per mile, which would have bought him a brand new truck leased with a full service maintenance agreement, but he refuses to see it. They have trucks ranging from 2000 to 2012 model years. Pre and post emission has an effect on maintenance cost. Leave the cost of configuration out of the equation for a moment. Since most duelly's can't be modified as much as most HDT's it is unfair to assign that savings to the duelly, or cost to HDT. Kind of like trying to compare 2 5th wheel trailers from very different manufacturers. Assign those costs to the I want category as opposed to the I need category. Compare the cost of acquisition, interest and maintenance cost over say a 5 year period of both vehicles. Since miles are not a good yardstick I would tend to stay with monthly or yearly numbers. Gather data from users of both vehicles, the more prolific and precise the better, make educated conclusions about routine and unusual 1 time costs, assigning some sort of risk assessment to some catastrophic costs (Joe had to replace his entire I-shift transmission, Harry had to replace the driveline wiring harness etc). Factor in how much you can or want to do. Being honest with yourself is the toughest part of the equation. Make rosy assumptions and you are wasting your time. This may get you to a conclusion about pure cost, the emotional side is well...
  6. The early(1910-1920's) differentials used spiral bevel gears, while efficient were not strong enough for truck use. Chain drives were the norm until the development of hypoid gears in both automobiles and trucks allowed a lower driveshaft and ability to handle much higher torque values. The Packard Motor Car Company was first with the hypoid gear design. http://www.packardmotorcar.com/index.php/packard-firsts/ 1923 Hypoid differential gears, which allowed a lower floor and lower vehicle height Excellent explanation in this Wikipedia article: https://en.wikipedia.org/wiki/Spiral_bevel_gear
  7. a real man drives one with chain drive and solid rubber tires....
  8. Since 2 Provinces have and enforce the law (our company almost lost it's hauling rights into Ontario and Quebec because drivers were not turning down their trucks) I elected to use the term Canadian, perhaps an incorrect usage, so I will write on the blackboard, oh wait, chalkboard 100 times. All Provinces are not created equal so please don't refer to them that way.
  9. When you are at the booth, there is a world of information at the border persons fingertips via your passport and license plate. The biggest factor by far is your facial presentation and body language which those people are trained to interpret. It is clear you look like an honest person. Later at the Canadian scales they don't have the benefit of looking at you unless you stop, when they perform there own interpretation of things It is clear you look like an honest person. Didn't I just say that? Well, you are.....
  10. Sounds like it is time for the battling spreadsheets. Let the games begin....
  11. The DD4 ECM on the Series 60 has a 2 part program. The first part the Canadian authorities can read, and it will tell them I am limited to 105 km/hr. The 2nd part of the program is called "safe pass", set of variables that is engaged by stepping down twice on the accelerator, which allows me to go to 120 km/hr for a certain percentage of the time. In my case I set it at 99%. The cruise control can still only do 105 km, which is fine with me, I don't need to go faster than 65 mph most of the time anyway. But I can go up to 75 mph as long as I wish. The original idea was to reward safe drivers in a given fleet dealing with governed trucks a chance to exceed the company limits for a short period of time. They were usually set for say 10% of the time. We charge our customers $150 per trip in and out of Ontario and Quebec for the reprogramming. I just pocket the money and leave it alone. I go into those 2 provinces maybe 10-15 times a year. The Canadian government was sure that all the provinces would enact similar legislation, it back fired badly. One of the most unpopular laws ever passed, contributing to untold road rage....
  12. The JJ Keller system has a Y-cable so one 9 pin goes into the truck port and the other stays free for diagnostic use. Canada would have a conniption fit if they couldn't get to my 9 pin to check the speed limiter I have to have up there.....
  13. You are never "homeless" in the eyes of the government. You either get out ahead of the situation by doing what it takes to establish a domicile, or let some state government entity do it for you by default. This organization(Escapees) has reams of information on the topic. It will become clear to you which way you should go with a little research. Registration of the vehicles is but one of the pieces of the puzzle.
  14. A buddy of mine is in the process of ordering a new 780, and was informed today they won't be available. The replacement is in the videos above. The changes I am sure are more than skin deep, what qualifies for "new" is in the mind of the copywriter. Freightliner did the same with the "new" Cascadia. 10 years after the original Cascadia they did make a lot of changes, and I suspect there are many in this new Volvo.
  15. I stop at all scales, full monte, medical card, CDL, logs. The trailer looks like a race car trailer and is normally pulled by something like a F-350. Typical RV hitch setup on trailer that is built with more strength than the average RV. Since the commercial 5th wheel doesn't move side to side I am careful not to put it in a serious twisting situation. Our business is pulling customers semi trailers, so when I haul mine it is as if I have a customer trailer behind me.