Maintenance For Profit
PMs & The Bottom Line
New engines, new technology, new services mean the lowly PM deserves a closer look
DEBORAH LOCKRIDGE
SENIOR EDITOR
Let's face it, PMs are a nuisance — a necessary evil. The good news is, over the past decade, advances in engines, components, lubricants, coolants and electronics have been a boon to preventive maintenance scheduling, allowing trucks to stay on the road longer between PMs. The not-so-good-news? A new generation of low-emissions engines may require you to rethink some of your preventive maintenance practices.
If you've been doing PMs the same way for years, it's time to take a closer look.
IS THE SKY FALLING?
Back before the October '02 engines were actually unveiled, there were concerns the new engines would cost a fortune in extra maintenance.
However, most engine makers now say the recommended PM intervals for the new low-emissions engines have either not changed or have only been reduced slightly.
Detroit Diesel, Volvo and Caterpillar have not altered the oil change intervals on their new engines. In addition, Caterpillar touts the fact that its ACERT engines will not require the new CI-4 oils that cooled-EGR (exhaust gas recirculation) engines do. However, Steve Kuhn, serviceability design group manager with International, predicts the time will come when fleets will not be able to buy CH-4 oil, so that advantage may be short-term.
Cummins and Mack have shortened recommended oil drain intervals, but both claim that even with the reduction, their oil drain intervals (25,000 miles for typical on-highway fleets) are longer than those of the competition.
A larger concern is that fleets that have been running significantly extended oil drain intervals may not be able to run the same intervals with the new engines. The exception is Caterpillar, which proclaims the safety of extended oil drain intervals with its non-EGR engines.
Even though the new API CI-4 oils must pass a series of tough tests designed to meet the demands of cooled EGR, there may be a need to pull back on some of the aggressively extended oil drains, says Jim McGeehan, chairman of the Heavy-Duty Oil Classification Panel. He says there is not enough EGR engine experience to know whether the technologies will have any unforeseen effects on engine life and oil performance.
"Since these are new engines designed to meet stricter emissions requirements, maintenance personnel need to be very cautious" in altering oil change intervals, says Mack Vocational Products Manager Steve Ginter. "They should consider adhering to the manufacturer's recommendations until they have had the opportunity to gather significant operational data."
Similarly, the word from Volvo is that there is much less leeway for fleets to extend drain intervals with its new heavy-duty engines.
Cummins and Detroit Diesel spokesmen did not caution against longer intervals, but did emphasize the importance of using oil analysis and working closely with your oil supplier to determine extended oil drain intervals.
Some of the new engines may also require additional maintenance of the new systems. For instance, the Mack ASET engines have a new, more efficient Centri-Max Ultra Centrifuge; the filter is said to have 40% greater capacity and be 30% more efficient than the old one. The filters and type and amount of oil must be correct. As another example, Cummins has one additional air filter for the variable geometry turbocharger that needs to be changed about every 250,000 miles. Make sure your maintenance staff is aware of any such changes.
BEYOND OIL DRAINS
Don't overlook other engine fluids when exploring extended maintenance intervals. Long-life coolant can all but eliminate cooling system maintenance. Synthetic lubricants in some components can practically put a grease gun in the museum.
International's Kuhn calls extended-life coolant "one of the biggest breakthroughs in PM reduction." One fill of coolant can go 600,000 miles with only one addition of supplemental coolant additive at 300,000 miles. No more messing with coolant strips, draining coolant or replacing water filters.
When spec'ing a truck, consider using synthetic fluids in transmissions and rear axles for extended drain intervals and extended warranties, as well as no-lube options on slack adjusters, brakes, steering U-joints and gear boxes.
Long-life coolant and synthetic lubes aren't the only new technology that can help you in scheduling PMs and keeping PM costs down. A few examples:
• The Environmental Protection Agency has certified Cummins' Centinel system for use with the new EPA '02 engine. Centinel allows engines to go 525,000 miles between oil changes and 100,000 miles before changing the filter, by burning small amounts of oil and replenishing it with new oil.
• By the end of the year, Detroit Diesel will have available its new Maintenance Alert System. Sensors on the MAS monitor oil level, coolant level and pressure drop across the fuel and air filters. Green and red lights indicate systems that are running in or out of specified tolerances. When filters begin to clog or fluid levels drop, Detroit Diesel Electronic Control (DDEC) illuminates a light indicating exactly what it is the maintenance department needs to check.
• Mack's V-MAC system with DataMax offers a valuable picture of engine performance that can be used in determining maintenance intervals. A laptop connected to a V-MAC control module in the cab offers access to information on how the truck is being run and logs target service intervals and the status of up to 15 routine maintenance items.
• International's Fleet ISIS is a web-based service offering fleets much of the same information that dealers have access to online. For a subscription fee, they also receive service information, recalls and new developments. A new feature that can help in PM scheduling allows the user to type in the truck's VIN and see the service intervals for each major component within the truck.
GET PROFESSIONAL HELP
If you hate dealing with PMs, you might want to consider outsourcing part or all of them.
Fleets that typically benefit most are ones with multiple locations where they may not have enough trucks in one location to justify building and staffing a shop, says Bob Post, national sales manager for Kenworth's PremierCare Managed Maintenance program. In addition, fleets that benefit from regular, thorough inspections, such as those hauling dangerous materials and JIT loads, are good candidates. Private fleets may find outsourcing maintenance more cost-effective because they can then redirect those assets to the business that makes them money.
At the simplest level, many truck manufacturers offer some sort of PM program through their dealer network. You can have all your PMs handled at the dealer, or just call on the system occasionally when a truck needs a PM and you can't get it dispatched back into the home shop.
For instance, the Mack OneCall system, a toll-free number with Mack technicians available 24/7, can be used to schedule routine service, oil changes or locate the nearest Mack dealership for trucks on the road.
"They can get the vehicle serviced and not go beyond service intervals. We can get them back on the road with as little downtime as possible," says Luke Baker, manager of customer service/product support.
Similarly, Kenworth's PremierCare program allows scheduling of maintenance at Kenworth dealers anywhere in the U.S. or Canada. The system also tracks an owner's preference for items such as payment methods and tires. A new feature allows this to be done via email, as well.
You can go beyond simple PM appointments with Kenworth's Managed Maintenance program.
Kenworth offers five different levels in its program, says Post.
The most popular are "Option 1," which provides basic PMs (oil change, filter change, lube job, 75-point inspection); and "Option 2," which includes the basic PMs plus everything that needs to be done to the truck to meet warranty requirements as well as the annual DOT inspection. Both are charged per vehicle per month. Another option offers pay-as-you-go PMs, which accommodates partial PM outsourcing.
Post calls Option 2 "virtually idiot-proof. All he has to do is bring the truck to us. We'll know what to do and when."
Kenworth's web-based maintenance management software records all expenses and repairs scheduled through PremiereCare, and customers can enter other maintenance and repairs through a secure Internet connection. Customers get a "service due" report via the program, so they know when a particular truck is due for a PM and can plan for that scheduled downtime.
"One of the benefits is, they can "lock in" the current price for PMs for a five-year period — even finance their PM package into their monthly payments," said Steve Gilligan, Kenworth general marketing manager.
In addition, Kenworth PremierCare also offers express services, such as PremiereCare ExpressLube and Express Air Conditioning service. Both are performed for a uniform price at participating dealers.
Peterbilt offers similar managed preventive maintenance programs through its TruckCare Services. For just a few cents per mile, you can optimize your trucks' performance with a customized series of factory recommended service and inspections performed at dealerships throughout North America.
Like Kenworth, Peterbilt offers QuickCare air conditioning service and QuickCare lube, oil and filter service.
International has a program called Performance PM. This offers standard pricing and warranty on PMs performed at participating International dealers anywhere in the U.S. or Canada. You can participate on a job-by-job basis or can pre-purchase to "lock in" a price for an extended period of time. There are four inspection levels: A quick lube with a 30-point inspection; "A" Dry or "A" Wet with 71-point inspection; and "B" Wet with 83-point inspection. Performance PMs are scheduled via a toll-free phone number.
Volvo Action Service offers PM scheduling, typically in conjunction with its breakdown response services. VAS handles the scheduling, alerting the customer when a truck is due for a PM. It double-checks the invoice from the vendor, pays it, then invoices the customer. VAS keeps all maintenance records available through an online service.
"You're minimizing the downtime of the unit, preventing other failures of the unit, and you don't have to keep huge maintenance record files," says VAS' Shawn Shaw.
THE BIG PICTURE
When it comes to truck maintenance, don't forget the people factor. "There's no substitute for drivers who are trained beyond basic driving and are familiar enough with their truck that they can report various little problems to the mechanic when they bring the truck in for a PM," says International's Kuhn. "Good pre-trip inspections are only useful if a fleet has a system in place to respond to the items the driver has identified."
And when it comes to the PMs themselves, make sure maintenance personnel are properly trained and up-to-date on the equipment. "It's a basic thing," says Kuhn, "but a lot of mechanics may not understand the consequences, and don't wipe off the zerk before putting grease in. Grease zerks need to be cleaned before grease is injected so you're not pumping dirt into the joint."
No matter what methods you use to keep your PM costs and headaches in check, keep in mind that regular PMs are an important factor in long-term profits. Regular inspections can catch and repair small problems before they become big — and expensive — problems. And regular, well-documented preventive maintenance can add to the price of a truck when it comes to resale.
Whether you're working new '02 engines into your fleet or just taking a closer look at how PMs affect the bottom line, "The overall message is not to be complacent," says Mack's Ginter. "Do not assume that past practices are still best practices."
