Introduction

Roy to Servicing
Heavy-Duty Trucks
Objectives
After reading this chapter, y o u should be able to
Explain the basic truck classifications.
Define Gross Vehicle Weight (GVW).

.
.Classify a truck by the number of axles it has.
Identify an on-highway truck's major systems and i t s related components.
Identify various career opportunities in the heavy-duty trucking industry.
.Understand and explain the basic j o b classifications the heavy-duty truck industry offers to trained
technicians w i t h a sound understanding of truck systems.
.Understand the ASE certification program and h o w i t benefits technicians.

I<ey Term List National Automotive Technicians Education

Foundation (NATEF)
air brakes
National Institute for Automotive Service Excellence
axle
dedicated contract carriage WE)
National Highway Traffic Safety Administration (NHTSA)
differential
nose
drive shaft
original equipment manufacturer (OEM)
end yoke
power train
fifth wheel
semitrailer landing gear assembly
franchised dealership
specialty service shops
gross vehicle weight (GVW)
splined yokes
heavy-duty truck
suspension
kingpin
torque
LTL carriers
universal joints

Well over 200 million vehicles are registered for use
on North American highways, more than 15 percent
of which are commercially used trucks. For most of
the past twenty years, through periods of boom and
recession, a shortage of truck technicians has
existed throughout the continent. The job opportu-
nities and rates of pay in the trucking industry have
never been better. Although the modern highway
truck requires much less service work to keep it in
top mechanical condition, most service work per-
formed by a truck technician today requires a
higher level of skills.
Good truck technicians are in high demand. A
good truck technician today is required not just to
diagnose and repair trucks but also to be computer-
literate, regularly update technical knowledge, and
practice customer service skills. Perhaps more than
any other, the skill required of the truck technician is
that of being a lifelong learner to keep abreast of the
fast-changing technology of this industry.
1
2 Chapter One

Trucks are classified by their gross vehicle weight

(GWV) or weight of the vehicle and the weight of the
load it can safely carry. There are three classes of
"light-duty" trucks, three classes of "medium-duty"
trucks, and t w o classes of "heavy-duty" t r u c k s
(Table 1-1). A h e a v y - d u t y t r u c k has a GVW of
26,001 pounds or more. Table 1-2 lists the major
truck manufacturers of Class 7 and Class 8 heavy-
duty trucks.

TABLE 1-1: TRUCK WEIGHT CLASSIFICATIONS

Light-duty Class 1 up to 6000 GVW*

Class 2 6001-1 0,000 GVW
Class 3 10,001-14,000 GVW*

Medium-duty Class 4 14,001-16,000 GVW*

Class 5 16,001-19,500 GVW
Class 6 19,501-26,000 GVW"
FIGURE 1-1 (AJ4 X 2 Class 7 truck; and (€3) 6 X 4
Heavy-duty Class 7 26,001-33,000 GVW* Class 8 truck.
Class 8 33,001 GVW* and over
*Gross Vehicle Weight in Pounds

TABLE 1-3: TRUCK CLASSIFICATION BY

TABLE 1-2: MAJOR TRUCK MANUFACTURERS WHEEL NUMBER

Class 7 and 8 Motor Total Driven Total Drive

Vehicle Wheels Wheels Axles Axles
-
Manufacturer
4 x 2 4 2 2 1
Freightliner Sterling 4 x 4 4 4 2 2
Navistar Peterbilt 6 X2 6 2 3 1
Kenworth Volvo Heavy Truck 6 X4 6 4 3 2
Mack Western Star 6 X 6 6 6 3 3
8 x 4 8 4 4 2
Class7 8 x 8 8 8 4 4

GMC Mercedes-Benz
Chevrolet Mitsubishi Fuse
Hino Nissan Diesel (UD Trucks)
Isuzu Mack (Renault)
A truck is also classified by the number of axles it
has. For example, a tractor with a tandem (close-
coupled pairs) rear axle will be either a 6 x 2 or a 6
x 4 (Figure 1-1A & B). The first number refers to the
total number of wheels (or sets of wheels in the case
of dual wheels) and the second number indicates the
number of wheels that are driven by the p o w e r train
(which consists of a drive shaft, coupling, clutch, and
transmission-differential). A tractor with a tandem
rear axle where only the forward rear axle is driven
would b e a 6 x 2; it has six wheels, but only two
wheels drive the vehicle. Table 1-3 lists the common
axle wheel types and their driven wheels and axles.
As shown in F i g u r e 1-2A-D and described in
Chapter 29, there are many trailer designs, sizes, and
applications of semi- and twin-trailers that are hauled
by truck tractors. Some semitrailers are used to carry
a wide variety of cargo, while others such as refriger-
ated (reefers), cement carriers, and tank trailers are
designed to haul specific products.
Tractor semitrailer dimensions are provided in
Figure 1-3. An important consideration in determin-
ing tractorlsemitrailer dimensions is the distance
between the two vehicles when hooked together.
 Introduction to Servicing Heavy-Duty Trucks 3

C D
FIGURE 1-2 Typical trailers: (A) van; [B) platform; [C) reefer; and (DJ cement carrier. [Courtesy of Mack
Truclcs Inc.)

Distance from centerline of rear axle to centerilne of body

and/or payload. Centerline of body (as 112 body length)
AF Center or rear axle to end of frame
BA Bumper to centerline of front axle
BBC Bumper to back of cab
BL Body length
CA Back of cab to centerline of rear axle or tandem suspension
CE Back of cab to end of frame
CFW Back of cab to centerpoint of kingpin hole in fifth wheel
CT Back of cab to front of semitrailer in straight-ahead relationship
FH Frame height
FW Centerline of rear axle or tandem to centerpoint of fifth wheel
KP Kingpin setting-front of semitrailer to centerpoint of kingpin on
semitrailer
Landing gear clearance-center point of kingpin to nearest
interface point of landing gear assembly
0AL Overall length
OWB Overall wheel base
TL Semitrailer length
WB Wheel base--distance between centerline of front and rear axle
or tandem suspension

TERMS
Chassis: Basic vehicle-cab, frame, and running gear
Body: Container in which the load is carried
Payload: Commodity to be carried
Curb Weight: Weight of chassis only
Body Weight: Weight of complete body to be installed on chassis
O A L --- Payload Weight: Weight of commodity to be carried
Gross Vehicle Weight (GVW): Total or curb, body, and payload weight

FIGURE 1-3 Important trucldtrailer dimensions and terms. (Courtesy of Heavy Duty Truclcing)
4 Chapter One
There must be enough space between the tractor
cab and semitrailer front (nose), as well as between
the rear of the tractor and semitrailer landing gear
assembly, to allow for sharp turns a.nd the effect of
grade changes.
HEAVY-DUN
TRUCKS
Heavy-duty truck technicians need to know about the
systems and components that power or move, slow and
stop, control, direct, support, and stabilize a tractor1
trailer. Figure 1 4 shows some of the components that
will be discussed in this book. The following major sys-
tems are found in on-highway trucks.
More information on the classification of trailers
can be found in Chapter 29.
ENGINES
Heavv-dutv trucks are ~ 0 w e r e dalmost alwavs
. by.
diesel engines (Figure 1-5), and are usually serviced
by engine technicians. Some vehicles are powered by
gasoline engines. The diesel costs less to operate, is
FIGURE 1-4 Some of the components found on a Class 8 heavy-duty .trucl<.(Courtesy of ArvinMeritor Inc.)
more dependable, requires less downtime for repairs,
and is capable of generating more power (140 to 600
horsepower) and torque (180 to 2000 Ib.-ft.) than a
gasoline engine. Power is the engine's ability to move,
or propel the vehicle, and is measured in horsepower;
torque is the potential ability of a rotating element
(gear or shaft) to overcome turning resistance and is
measured in pounds per square foot.
Most current highway diesel engines are electroni-
cally controlled to maximize power output while mini-
mizing emissions. In addition, various engine support
systems such as air intake, fuel injection, exhaust,
lubrication, and cooling work together to keep the
engine running properly.
This textbook covers heavy-duty chassis systems
but does not include information on diesel engine
systems. Variations between engine manufacturers
make this subject too broad and complex to be
properly presented in one or even several chapters.
ELECTRICAL SYSTEMS
The batteries, alternator, and starter must be sized to
match the operating requirements of the engine and
truck electrical systems (see Chapters 5-8). Most

FIGURE 1-5 Heavy-duty Class 8 trucks are pow-
ered by diesel engines. (Courtesy of International
Truck and Engine Corp.)
heavy-duty truc,ks have two to four batteries to sup-
ply current for the starter motor. Some trucks have
24-volt starters that require a series/parallel switch in
the system. In addition, the electrical systems of
heavy-duty trucks provide power to operate such
safety components as lighting, windshield wiper
motors, gauges, plus the operation of the acces-
sories and tractor cab amenities.
CLUTCHES
A heavy-duty truck will use either a push- or pull-
type clutch. Trucks equipped with high torque
engines and designed to haul heavy payloads use a
two-plate clutch. The additional contact surface area
is necessary to transniit the high torque to the trans-
mission without slippage.
TRANSMISSIONS
Heavy-duty truck transmissions (Figure 1-6) are
complex pieces of machinery. It is a tribute to mate-
rials, engineers, production workers, and truck tech-
nicians that transmissions can last as long as they
do. Their gears, shafts, bearings, forks, and other
components last for thousands of hours, hundreds
of thousands of miles, year after year. It is not
unusual for a Class 8 transmission to run for a half-
million, even a million miles, with little maintenance
other than checking lubrication levels and observing
drain intervals.
The majority of heavy-duty trucks are equipped
with standard transmissions (see Chapter 10).
Depending on the engine output, the intended appli-
cation of the vehicle, and the terrain over which it
must operate, the transmission might have from six
Introduction to Servicing Heavy-Duty Trucks 5
FIGURE 1-6 Typical conventional transmission.
(Courtesy of Mack Trucks Inc.)
to twenty forward gears. These transmissions have
two or three countershafts that transmit the engine
torque from the input shaft to the output shaft (main
shaft). This splits the torque two or three ways so
that there is less strain on individual gears, prolong-
ing the service life of the transmission.
As described in later chapters, heavy-duty trucks
are also available with automatic transmissions.
DRIVE SHAFTS
A flange or end yoke splined to the output shaft of
the transmission transfers engine torque to the drive
shaft (see Chapter 18). The drive shaft is a hollow
tube with end yoltes welded or splined to each end.
Splined yokes allow the drive shaft to increase in
length t o accommodate movements of the drive
axles. Sections of the drive shaft are connected to
each other and to the transmission and differentials
with universal joints ("U-joints"). The U-joints allow
torque to be transmitted to components that are
operating on different planes.
AXLES
Axles provide a mounting point for the suspension sys-
tem components, wheels, and steering components.
The drive axles also carry the differential and axle
shafts (Figure 1-7). The differential transfers the motion
FIGURE 1-7 Typical axle and drive shaft compo-
nents. (Courtesy of ArvinMeritor 1nc.J
6 Chapter One
of the drive shaft, which is turning perpendicular (at a
right 3ngle to) to [he rotation of the axle shaft, into
motion that is the same as the direction the vehicle is
moving. A differential also provides a gear reduction,
increasing the torque delivered to the drive wheels. A
differential also permits torque to be evenly divided
between the left and right wheels. Further information
on axles and their servicing can be found in Chapter 19.
STEERING
Both manual a n d power steering systems are
installed on heavy-duty trucks (see Chapter 21). Two
types of manual steering gears are used: worm roller
and recirculating ball. Power steering systems use a
hydraulic pump to provide steering assist. Steering
assist can also be provided by an air-powered cylin-
der installed in the steering linkage.
SUSPENSION SYSTEMS
Smooth riding axle air suspensions are popular for rea-
sons of comfort and cargo protection (Figure 1-8). But
while truckers and the cargo benefit, so does the vehicle
itself. Trucks and trailers equipped with air suspensions,
which absorb more road shock than conventional spring
suspensions, require less maintenance.
Another advantage of an air suspension is better
axle control. Ride and handling are much improved
when running empty, as an air suspension maintains
the same ride height regardless of gross vehicle
weight. Like axle air suspensions, cab air suspension
systems are getting more popular and for some of
the sanie reasons. By minimizing vibration transmit-
ted to the cab, they reduce repairs to cab hardware
and electrical components. They also reduce driver
fatigue and can add to resale value.
FIGURE 1-8 Typical air suspension system.
(Courtesy of Mack Trucks, Inc.)
FIGURE 1-9 Disc wheels, which originated on
the West Coast, have n o w caught on nationwide.
(Courtesy of Alcoa Wheel Product International)
WHEELS AND TIRES
There are four basic types of wheel systems: cast
spoke, steel disc, aluminum disc, and wide base
disc. Cast spoke wheels, used almost universally 20
years ago, are less popular today than disc wheels.
Disc wheels (both steel and aluminum) originated on
the West Coast and have now caught on nationwide
(Figure 1-9). Wide base discs have been principally
used on front axles of some extra heavy-duty appli-
cations such as construction trucks. Interest has
been increasing, though, and they are being used on
other axles and in other applications. Truck tires are
studied in Chapter 23 and are available in a variety of
tread patterns to suit different driving conditions.
Service brakes are one of the most important sys-
tems on a vehicle. If they do not function properly, a
serious accident could occur. Even if they perform
well, brake systems can lead to major repair costs if
they wear out prematurely. For this reason, it is
important that truck technicians observe the informa-
tion provided in Chapters 24 to 27.
Heavy-duty trucks use air brakes exclusively. An
extensive arrangement of pneumatic lines, valves,
and cylinders controls the delivery of compressed air
to the brakes. Trucks are equipped with drum brakes
and/or d i s c brakes. Some Class 7 t r u c k s are
equipped with air-over-hydraulic brake systems.
The National Highway Traffic Safety Adminis-
.tration (NHTSA) regulations require that all current
tractors and trailers be equipped with antilock brakes
(ABS). Chapter 26 describes the operating principles
of truck ABS.

VEHICLE RETARDERS
There are other ways to slow down a moving tractor/
trailer without engaging the service brakes. The most
popular vehicle retarder is the internal engine brake;
it turns the engine into a power absorbing compres-
sor to slow the vehicle. An exhaust brake creates a
restriction in the exhaust system to slow the engine
a n d t r u c k . S o m e vehicles, particularly t h o s e
equipped with an automatic transmission, use a
hydraulic retarder to reduce vehicle speed. A fourth
type of retarder is the electrical retarder, which uses
magnetism to resist the rotation of the power train.
CHASSIS FRAME
A truck is nothing more than a mechanical beast of bur-
den. And like the backbone of a horse or ox, the truck's
mainframe must be strong enough to bear a heavy load,
and in many cases, flexible enough to shrug off the flex-
ing generated by its passage over roads and trails.
Most tractor frames are shaped like a ladder.
Although a ladder's function is far different, its two
main components-rails and steps-can be com-
pared to the truck frame's rails and crossmembers.
The cross-sections of the rails resemble a "C" or "I,"
and as they are increased in size, the "duty rating"
of the ladder or truck frame is upgraded. Steps and
crossmembers also get stronger as the anticipated
workload increases. As outlined in Chapter 28, truck
building is a far more complex business than ladder
making. But as with ladders, there are many ways of
designing and building the frame, and these become
visually apparent on close observation. These differ-
ences show up within one truck manufacturer's
model lineup and t o a greater extent among the
different o r i g i n a l e q u i p m e n t m a n u f a c t u r e r s
(OEMs).
FIFTH W H E E L
A fifth wheel is used on a tractor/trailer combination
to couple the tractor to the trailer's kingpin (Figure
1-10). The weight of the trailer rests on the fifth
wheel plate, and the truck pivots around the kingpin
when turning corners or rounding curves. Various
locking mechanisms are used to fasten the kingpin
to the fifth wheel, and most fifth wheels can be slid
backward or forward to properly position the weight
of the trailer on the tractor (see Chapter 30).
HEATING/AIR C O N D l T l O N l N G
Most, if not all, tractor cabs are equipped with a
heaterlair conditioner. And these cab climate control
Introduction t o Servicing Heavy-Duty Trucks 7
FIGURE 1-1 0 Typical fifth wheel connection.
(Courtesy of Heavy Duty Trucl<ing/Andrew Ryder)
devices extend to the sleeping quarters. There are
also auxiliary heaters used to prevent engine freeze-
up. More information on cab and sleeper heating/air-
conditioning systems can be found in Chapter 31.
ELECTRONIC CONTROLS
Almost every truck on the roads today has at least
one of its major systems managed by computer. In a
short period of time, truck technicians have had to
adapt from the mainly hydromechanical controls
used up to 1990 to the electronic management sys-
tems used today. Today, alniost all engines and
brake systems use some form of electronic controls
and other systems such as transmissions, climate
control, suspension, and safety radar can use elec-
tronics. Understanding "sniart" or electronic sys-
tems is required knowledge for the technician, and
this textbook will describe the basics of computer
control systems.
ACCESSORIES
Several safety and driver comfort accessories can be
found on a heavy-duty truck. The servicing of some
of them is not always given in great detail in this
book. If the truck technician is responsible for their
servicing, the necessary information can be found in
1 1
1.3 CAREER
OPPORTUNITIES
FOR H E A V Y - D U N
TRUCK TECHNICIANS
the nianufacturer's service manual.
Qualified heavy-duty service technicians are needed
in the different branches of the heavy-duty trucking
industry. Trucking accounts for nearly 80 percent of
8 Chapter One
all domestic freight revenues. Percentage breakdown
for other domestic revenues are as follows: less than
10 percent by rail; 5 percent by air; 3 percent by
pipeline; and 7 percent by water, according to the
U.S. Department of Commerce.
FLEET OPERATIONS
The trucking i@ustry was deregulated in the United
States by the Motor Carrier Act of 1980, and this
changed the structure of the trucking industry. Truck
haulage used to be an industry of small businesses,
but this has changed due t o competition, which
makes it difficult for small operations to compete. The
owner-operator today still represents a significant por-
tion of the market, but to survive the owner-operator
must be affiliated with one of the large operators. As
each year goes by, the top 100 carriers increase their
percentage of the total haulage market revenues, and
competition for those revenues is fierce. There are
more than 2 million Class 8 trucks registered on our
highways, and the major carriers (those that own more
than 500 units) operate more than half of them (Figure
1-11). Fleets operate in different ways; some have
specialties of some kind, whereas the largest keep as
much of the operation in-house as possible. The fol-
lowing section explains some of the terminology used
to describe fleet operations.
Less-than-truckload. LTL carriers are networks
of consolidation centers and satellite terminals.
The average haul for national LTL carriers is
about 650 miles, whereas the average haul for a
Class 8 Truck Ownership by Fleet Size
Total Population: 1,506,500
Percent Trucks
FIGURE 1-1 1 Class 8 truck ownership by fleet
size. (Courtesy of Heavy Duty Trucking)
regional carrier is approximately 250 miles.
Truckload. This is trucking's largest for-hire
segment and its most diverse. These are typi-
cally nonunion operations that often use driving
teams to increase vehicle productivity or owner1
operators to minimize costs. They concentrate
on high-density traffic corridors and balanced
freight flows to ensure high vehicle use and low
costs.
Dedicated Contract Carriage. Trucking opera-
tions set up and run according to a specific
shipper's needs are a dedicated contract car-
riage. In addition to transportation, they often
provide other services such as warehousing
and logistics planning.
Private Fleets. Private carriage accounts for
about 40 percent of all truck movement and
load volume. Private carriage is mostly medium
to short haul.
Household Goods Carriers. Sometimes called
"van lines," these for-hire trucking companies
are set up specifically to move household goods,
office equipment, trade show displays, and high-
value shipments such as museum displays,
which require special packing and handling.
Owner/Operators. The term traditionally applies
to a driver who operates his or her own truck. In
recent years, however, the ownerloperator or
"independent trucker" segment has come to
signify both single vehicle operations and small
fleets that operate under another carrier's ICC
authority. Ownerloperators account for about 8
percent of Class 8 trucks in service today.
Renting and Leasing. Not all trucking
operations own their equipment. Many fleets-
particularly private fleets-are set up through
full-service lease arrangements under which the
lessor provides equipment, maintenance, and
maybe even fuel, fuel tax reporting, and other
services. Rental trucks and trailers are also used
extensively to augment fleets in peak business
cycles and to avoid long-term commitments in
times of economic uncertainty.
a Shop Talk
Figure 1-12 shows Class 8 and Class 7 ownership
by vocations based on a total 1,506,500 trucks in
Class 8 and 84 1,500 in Class 7. U.S. retail truck
and trailer sales from 1975 to 1993 (Table 1-4)
indicate that there are increasing numbers of new
vehicles out in the field to be serviced.
There are different forms of shop operations
that handle the servicing of the various types of truck-
ing services.
 Introduction to Servicing Heavy-Duty Trucks 9

Truck Ownership by Vocation FLEET SHOPS

Class 8 (over 33,000 Lb. GVW)
Total Population: 1,506,500
Percent Vehicles
Owner-Operator 7.6%
LeaselRental 18.3%
Agricultural 6.1%
Constructton/Mtn~ng/Refuse'23%
Prlvate Carrler 13.7%
Any company that operates more than several vehi-
cles faces on-going vehicle service and preventive
maintenance requirements. Whereas small fleets
often employ the services of a dealership or an inde-
pendent shop or freelance service technician to do
this work, larger companies usually have their own

20tl ; ; 1
0
or-Hire Carrier 26.4%
ther "4.9%
preventive maintenance and repair facility.
Employment in a medium to large fleet is an excel-
lent way to start your career as a heavy-duty truck
Class 7 (26,001-33,000 Lb. GVW)
Total Population: 841,5000 technician. They offer good advancement possibili-
Percent Vehicles
Owner-Operator 5 0%
ties. Most offer some type of training and are usually
School Buses 12 4% equipped with .the latest equipment. Large fleets with
LeaselRental 22.2% 500 or more vehicles will probably have several
Agr~cultural4.Ooh
shops along their routes (Figure 1-13).
40 ConstructtonlM~n~nglRefuse
'6.0%
Prlvate Carrter 20.7%
[7 For-Hire Carrier 19.7%
Other "10.0% DEALERSHIP SHOPS
Class 6 (19,501-26,000 Lb. GVW) Heavy-duty truck franchised dealership shops are
Total Population: 81 5,800
Percent Vehicles
becoming the major employers of technicians and
Owner-Operator 1 0% related personnel. The truck dealership is the major
School Buses 33.5'' link between the various segments of the trucking
LeaselRental 9.2% industry shown in Figure 1-14.
60 Agr~cultural15.9%
Construct~on/M~ning/Refuse
*7.0% Dealerships are privately owned businesses. A fran-
7"

m r t v a t e Carrter 8 8% chised dealership is one that has signed a contract

For-H~reCarrter 2 3% with a particular manufacturer to sell and service a
Other "22 3%
0 particular line of vehicles. A few dealerships now sign
' On-highwayonly
"Includes utilities, government, logging

FIGURE 1-1 2 Heavy-duty truck ownership by

vocation. (Courtesy of Heavy Duty Trucking)

TABLE 1-4: U.S. RETAIL TRUCK AND TRAILER

SALES: 1975-1 993

Year Class 7 Class 8 Trailers

1975 22,993 83,148 78,300
1976 22,282 97,286 105,400
1977 28,491 140,643 160,600
1978 41,032 161,608 194,900 FIGURE 1-1 3 Typical large fleet shop. (Courtesy of
1979 49,623 173,543 209,500 Penske Truck Leasing Corp.)
1980 58,436 117,270 136,700
1981 51,402 100,334 122,500

1992 73,229 119,057 175,300

FIGURE 1-1 4 Typical franchised dealership shop.
1993 80,793 157,886 188,100
A dealership may have a franchise to service more
Courtesy of Heavy Duty Trucking than one line of trucks
10 Chapter One

contracts with more than one manufacturer-often

one domestic and one import line. A dealership may
also handle a line of trailers under an arrangement
similar to one with a truck manufacturer.
The sales and service policies of the dealership
are usually set by the manufacturer. Service per-
formed while the vehicle is under warranty is usually
performed by dealerships or authorized service cen-
ters. Truck manufacturers have been taking an
increased role in securing service business for their
dealerships. Extended warranties and service plans
are designed to channel repair and maintenance FIGURE 1-1 5 Typical small independent truck ser-
work to the dealership shop(s). Manufacturers pro- vice shop.
vide special diagnostic equipment designed specifi-
cally for their vehicles. They stress the compatibility
of their replacement parts and actively promote their
service personnel as the most qualified to work on
their products.
Working for a dealership backed by a major truck
maker can have many advantages. Technical sup-
port, equipment, and the opportunity for on-going
training are usually excellent. When working for an
auto dealership, the service technician's scope of
service expertise may be limited to one or two partic- FIGURE 1-1 6 Typical specialty service shop.
ular model lines. This is not true for the heavy-duty
tractors and trailers, as they are more or less custom
built or "spec'ed" for customers. In other words, the
heavy-duty truck dealership technician requires
expertise on various original equipment manufacturer
(OEM) systems.

INDEPENDENT TRUCI<
SERVICE SHOPS FIGURE 1-1 7 Typical truck leasing/rental shop.
As the name states, an independent heavy-duty ser- (Courtesy of Pensl<eTruck Leasing Corp.J
vice shop is not associated with any particular manu-
facturer or trucking fleet, although they may service
OTHER TRUCI< SHOPS
both segments of the industry. Some shops are
authorized under agreement with the manufacturer Truck leasinglrental companies, construction/miningl
to make warranty repair and replacements. Today refuse haulers, van truckers, buses, agriculture
many small and mid-size fleets that at one time did haulers, and private and for-hire carriers may operate
their own servicing now depend on independent their own service shops (Figure 1-17). They may hire
shops (Figure 1-15). out their service work, depending on their size of
operation. Many career opportunities are available in
this segment of the trucking industry.
SPECIALTY SERVICE SHOPS
Specialty service shops are shops that specialize in
areas such as engine rebuilding, transmissionlaxle
overhauling, brake, air-conditioninglheating repairs,
and electricallelectronic work (Figure 1-16). The
number of specialty service shops that maintain and
1 1.4 'OB
CLASSIFICATIONS
repair only one or t w o systems of the truck has
steadily increased over the past 10 t o 20 years. The heavy-duty truck industry offers numerous types
Service technicians employed by such shops have of employment for people with a sound understand-
the opportunity to become very good in one particu- ing of truck systems. Not all jobs involve hands-on
lar area of vehicle service and repair. service and diagnostic testing.
 Introduction to Servicing Heavy-Duty Trucks 11

SERVICE TECHNICIANS
The most important and popular career choice in the
trucking industry is the service technician (Figure
1-18). The service technician assesses vehicle prob-
lems, performs necessary diagnostic tests, and com-
petently repairs or replaces defective components.
The skills to do this job are based on a sound under-
standing of truck technology.
Skilled service personnel are now called techni-
cians. There is a good reason for this. The word
"mechanic" emphasizes the ability to repair and ser-
vice mechanical systems. Although this skill is still
absolutely needed, it is only part of the service tech-
nician's overall job. Today's heavy-duty vehicles
require mechanical knowledge plus an understand-
ing of electronics, hydraulics, and pneumatics.
Service technicians must be skilled in all areas of
heavy-duty t r u c k maintenance a n d repair. The
National Institute for Automotive Service
Excellence (ASE) has established a certification pro-
gram for automotive, heavy-duty truck, auto body
repair, engine machine shop technicians, and parts
FIGURE 1-1 9 A tire/wheel specialty technicjar!
worlc inspecting a tire.
.;:
specialists. This certification system combines volun-
tary testing with on-the-job experience to verify that
technicians have the skills needed t o work on
today's more complex heavy-duty vehicles. ASE rec- on ASE and the certification process is given in
ognizes two distinct levels of service capability-the Table 1-5 and Table 1-6. There are eight heavy-duty
medium heavy-duty truck technician and the master truck ASE certification tests. Master technician sta-
heavy-duty technician. The master technician is cer- tus is achieved by certification in five test areas.
tified by ASE in all major heavy-duty truck systems,
including engine repair. The technician may have
cer1:ification in one or more areas. More information SPECIALTY TECHNICIAN
The heavy-duty truck specialty technician concen-
trates on servicing a single system of a vehicle, such
as electrical (andlor electronic), brakes, transmission,
drive train, suspension/steering, trailers, heatinglair
conditioning, or tirelwheel (Figure 1-19). These spe-
cialties require advanced and continuous training in
that particular field. The number of specialty techni-
cians and the area covered usually depends on the
size of the shop.

SERVICE WRITER
The person who handles the drivers' problems in a
fleet operation or customer concerns in independent
shops is the service writer or service advisor. The
service writer must have a sound understanding of
truck technology. A friendly attitude and an ability to
deal with people are important. The driver's (or the
driver's inspection sheet) or customer's problems
and needs are discussed with the service writer, who
in turn consults the service technician or specialist

FIGURE 1-1 8 An ASE master technician at worlc.

-
on vehicle diaqnosis. In many shops, . . the service
writer prepares .the work order (see Chapter 3).
 12 Chapter One -

3. Power Assist Units and

TABLE 1-5: 8PEGIFIGATIONS FOR HEAW-DUTY ivliscellaneous (5)
TRUCK TESTS
D. Wheel Bearings Diagnosis and Repair 5
--
Gasoline Engines (TI) Total: 60
Content Number of
Suspension and Steering (T5)
Area Questions in Test
Content Number of
A. General Engine Diagnosis 15 Area Questions in Test
B. Cylinder Head and Valve Train Diagnosis
A. Steering Systems Diagnosis and Repair 19
and Repair 12
1. Steering Column and Manual
C. Engine Block Diagnosis and Repair 12
Steering Gear (5)
D. Lubrication and Cooling Systems
2. Power Steering Units (9)
Diagnosis and Repair 9
3. Steering Linkage (5)
E. Ignition System Diagnosis and Repair 10
6 . Suspension System Diagnosis and Repair 15
F. Fuel and Exhaust Systems Diagnosis
and Repair 10
C. Wheel Alignment Diagnosis, Adjustment,
and Repair 14
G. Battery and Starting Systems Diagnosis
and Repair 8
D. Wheels and Tires Diagnosis and Repair 7
E. Miscellaneous 5
--
H. Emissions Control Systems Diagnosis
Total: 60
and Repair 4
Total: 80 Electrical Systems (T6)
Content Number of
Diesel Engines (T2)
Area Questions in Test
Content Number of
Area Questions in Test A. General Electrical Diagnosis 6
.-
B. Battery Diagnosis and Repair 5
A. General Engine Diagnosis 15
C. Starting System Diagnosis and Repair 7
6 . Cylinder Head and Valve Train Diagnosis
D. Charging System Diagnosis and Repair 8
and Repair 11
E. Lighting System Diagnosis and Repair 7
C. Engine Block D~sgnosisand Repair 11
1. Headlights, Parking, Clearance,
D. Lubrication and Cooling Systems
Tail Cab, and Dash Lights (3-4)
Diagnosis and Repair 12
2. Stoplights, Turn Signals, Hazard
E. Air Induction and Exhaust Systems
Lights, and Back-up Lights (3-4)
Diagnosis and Repair 11
F. Gauges and Warning Devices Diagnosis
F. Fuel System Diagnosis and Repair 12
and Repair 4
G. Starting System Diagnosis and Repair 6
G. Miscellaneous --
3
H. Miscellaneous 2
--
Total: 40
Total: 80

Drivetrain (T3)
Content Number of TABLE 1-6: SPECIFICATIONS FOR MEDIUMIHEAVY-
Area Questions in Test DUTY TRUCK PARTS SPECIALIST TEST (PI)

A. Clutch Diagnosis and Repair 11 Content Number of

B. Transmission Diagnosis and Repair 20 Area Questions in Test
C. Drive Shaft and Universal Joint
Diagnosis and Repair 9
A. Communications Skills
B. Sales Skills
D. Drive Axle Diagnosis and Repair 20
- C. Product Knowledge
Total: 80 1. Brakes
2. Electrical Systems
Brakes (T4) 3. Drive Train
Content Number of 4. Suspension and Steering
Area Questions in Test 5. Cab Heating and Air Conditioning
6. Engines
A. Air Brake Diagnosis and Repair 36 a. GeneralIMajor Components
1 . Air Supply and Service Systems (18) b. Fuel System
2. Mechanical/Foundation (11) c. Cooling System
d. Lubrication System
3. Parking Brakes (7)
e. Air Induction and
6. Hydraulic Brakes Diagnosis and Repair 19
Exhaust Systems
C. 1. Hydraulic System (8) (1) --
Total: 60
2. Mechanical System (6)
 Introduction to Servicing Heavy-Duty Trucks 13

FIGURE 1-20 Today's parts manager, or specialist, uses both catalogs (left) and the computer (right) to check
and order parts.

PARTS MANAGER
The parts manager (Figure 1-20) is in charge of order-
ing all replacement parts for the repairs the shop per-
forms. The ordering and timely delivery of parts is
extremely important if the shop is to operate smoothly
and on schedule. Delays in obtaining parts or omitting
a small but crucial part from the initial parts order can
cause frustrating holdups for both the service techni-
cians and customers or fleet operators.
Most fleets and large independent service shops
maintain a set inventory of commonly-used parts
such as filters, belts, hoses, and gaskets. The parts
manager and specialists are responsible for main-
taining this inventory. ASE certifies medium-/heavy-
duty parts specialists.

SHOP SUPERVISOR FIGURE 1-2 1 The shop supervisor checking his

The shop supervisor or foreperson is directly in
charge of the service technicians, including directing,
routing, and scheduling service and repair work
(Figure 1-21). The supervisor often helps hire, trans-
fer, promote, and discharge technicians to meet the
needs of the service department. The supervisor also
instructs and oversees the technicians in their work
procedures, inspects completed repairs, and is
responsible for quality service and satisfactory shop
operation. In small shops most of the duties of shop
supervisor or foreperson are performed by the ser-
vice manager.
SERVICE MANAGER
The service manager oversees the entire service
operation of a large dealership, fleet, or independent
shop. Driver, customer concerns, and complaints are
usually handled through the service manager. One
paperworl<.
must have good communications skills as well as a
sound technical background.
In a franchised or company dealership, the ser-
vice manager makes certain the manufacturer's poli-
cies concerning warranties, service procedures, and
customer relations are carried out. The service man-
ager normally coordinates on-going training pro-
grams and keeps all other shop personnel informed
and working together.
The trucking industry is extremely diverse and
capable of supporting tens of thousands of interest-
ing careers with unlimited opportunity for advance-
ment. Many people working in related trucking fields
such as sales and parts distribution began their
careers as service technicians. In this text, we will
concentrate on this area of the service industry.
14 Chapter One
ADVANCEMENT IN
THE PROFESSION
The three most common sources of training are
vocational/technical schools;
fleet training programs; and
manufacturer training programs (Figure 1-22).
Heavy-duty truck service courses are given at
various training levels-secondary, postsecondary,
vocational/technical, or comniunity colleges, both
private and public. To help these schools keep pace
with the rapidly changing technology and equipment
needed for training and maintaining a curriculum
that meets the service industry's needs, many truck
manufacturers and fleets now work with these
schools through their own cooperative programs. A
sister organization to ASE, the National Automotive
Technicians Education Foundation (NATEF) has
started a program of certifying secondary and post-
secondary heavy-duty truck training programs.
Apprenticeship programs offered by some large
dealerships and fleets are another good way to receive
training. In such a program, the new worker receives all
job training under full supervision. For information on
apprenticeship programs available, write to U.S.
Department of Labor, Bureau of Apprenticeships and
Training, Washington, D.C. 20006.
The professional heavy-duty truck technician must
constantly learn. Truck manufacturers, aftermarket
parts manufacturers, and independent publishers are
always producing new training materials to keep
technicians informed on how to service the next gen-
eration of trucks.
In addition, technical clinics are often sponsored by
truck manufacturers, aftermarket parts manufacturers,
FIGURE 1-22 Typical manufacturer's training pro-
gram in session. (Courtesy of Heavy Duty Truclting/
Andrew Ryderj
and parts dealers. Reading trade magazines and pub-
lications is also an excellent way to stay informed and
up to date. A competent technician takes advantage
of every opportunity to acquire updated information
concerning the latest in technology.
SUMMARY
Although the number of trucks and automobiles
in America is increasing, the number of techni-
cians available to service and maintain them
is decreasing.
Trucks are classified by their gross vehicle
weight (GVW), the weight of the vehicle and
maximum load, and by the number of axles
they have. Heavy-duty trucks have a GVW of
26,001 pounds or more.
The major systems in on-highway trucks are
engines, electrical systems, clutches, transmis-
sions, drive shafts, axles, steering, suspension
systems, wheels and tires, brakes, vehicle
retarders, chassis frame, fifth wheel, heating
and air conditioning, electronic controls,
and accessories.
Heavy-duty truck technicians are employed by
fleet operations, fleet shops, dealership shops,
independent truck service shops, specialty
service shops, and other types of truck shops
such as truck leasing and refuse haulers.
Job classifications in the heavy-duty truck
industry include the service technician, who
maintains and repairs all systems; the specialty
technician, who maintains and repairs a single
system; the service writer, who deals directly
with drivers and communicates truck problems
to the service technician; the parts manager,
who maintains the inventory of parts needed for
maintenance and repair; the shop supervisor,
who is in charae., of the service technicians: and
the service manager, who oversees the entire
service operation of a large dealership, fleet, or
independent shop.
A successful heavy-duty truck technician must
be able to maintain good customer relations
and working relations, use effective communi-
cation skills, maintain a safe work environment,
perform preventive maintenance, use tools and
equipment properly, troubleshoot, correct
problems by repairing or replacing, and
upgrade skills and knowledge continuously.
Training for heavy-duty truck technicians
is offered by vocational/technical schools,
fleet training programs, and manufacturer train-
ing programs.
 Introduction to Servicing Heavy-Duty Trucks 15

Heavy-duty truck technicians may obtain certifi- 9. What is the most important safety system on the
cation by the National Institute for Automotive heavy-duty truck?
Service Excellence (ASE) through passing writ- a. transmission
ten exams. They must meet formal training b. suspension
requirements for government certification to c. engine
work on brake and air-conditioning systems. d. brakes
10. Most tractor main.framesare shaped like
a. a lattice
b. a ladder
REVIEW QUESTIONS C. an "I" beam
d. the letter "C"
1. Gross vehicle weight is
11. What heavy-duty truck system has changed
a. the weight of the vehicle
most in the last few years?
b. the weight of the load the vehicle can safely
a. wheels and tires
carry
b. heal:ing/air conditioning
c. the weight of the vehicle plus the weight of the
c. electronic controls
load it can safely carry
d. transmissions
d. the weight of a vehicle's chassis frame and
-
enaine 12. What percentage of all cargo transportation
revenues comes from trucking in this country?
2. What is the minimum gross vehicle weight of a
a. 80
heavy-duty truck, and what are the two classes
b. 60
of heavy-duty trucks? and
c. 20
d. 7
3. A truck with 6 wheels, of which 4 are driven by
the power train, has what classification number? 13. Most U.S. trucking fleets of Class 8 trucks have
a.4x6
b.2X8 a. more than 500 vehicles
c . 8 ~ 2 b. between 100 and 500 vehicles
d. 6 x 4 c. fewer than 100 vehicles
d. fewer than 10 vehicles
4. Almost all heavy-duty trucks are powered by
engines. 14. Trucking operations set up and run according to
5. The number of forward gears in a heavy-duty a specific shipper's needs are called
standard transmission ranges between a. LTL carriers
a. 3 and 5 b. dedicated contract carriage
b. 4 and 8 C. van lines
c. 7 and 13 d. rental and leasing operations
d. 6 and 20 15. How many Class 7 and Class 8 trucks are owned
6. Which of the following systems propel heavy- and operated in this country today?
duty trucks? a. almost a million
a. suspension b. a million and a half
b. fifth wheel c. almost two million
c. engine d. over two million
d. steering 16. Which job classification requires good communi-
7. Which of the following is NOT a component of cation skills as well as solid technical knowledge?
truck steering systems? a. service technician
a. differential b. service writer
b. worm roller gears C. service manager
c. drag link and pitman arm d. all of the above
d. tie-rod 17. Why is "service technician" better than the term
8. Air suspension systems are popular for what "mechanic" in describing the personnel who
reason? maintain and repair heavy-duty trucks?
a. improved fuel economy 18. "Troubleshoo.ting" might include which of the
b. better cargo protection following tasks?
c. low initial cost a. organizing tools
d. no maintenance required b. using diagnostic equipment
16 Chapter One

C. cleaning components 20.HOW many heavy-duty truck ASE Ceflification

d. attending training programs tests are there?
19. The ASE certification program benefits service
a. four
technicians by b. five
a, raising their professional status c. eight
b. providing specialty education d. ten
c. &ring lifetime certification without retesting
d. ensuring government certification