Truck Parts and Service | Heavy Duty Trucking, Aftermarket, Service Info
Issue link: http://read.dmtmag.com/i/359507
28 shouldn't stop distributors from stocking RSD-compliant products. On the contrary, now that customers are accustomed to RSD, suppliers say there's an opportunity in the aftermarket for distributors willing to stock the slightly higher priced, but also higher performing components. "There are a lot of safety-con- scious fl eets out there that want to maintain the same braking and stop- ping performance they have on their new trucks," says Tim Bauer, business unit director, undercarriage products, aftermarket at Meritor. "To do that, you have to replace like for like." History of RSD The story of today's RSD regulations be- gan in 2005, when NHTSA fi rst expressed an interest in shortening the braking distances for commercial vehicles. Citing a braking distance then nearly double most passenger cars, NHTSA suggested an amendment to FMVSS 121 "to reduce the required stopping distances for the loaded and unloaded service brake distances and emergency brake distances for truck tractors by 20 to 30 percent." The proposal was followed by more than three years of extensive testing and industry research. It was during this time that the Heavy Duty Brake Manufacturer's Council be- came involved, says Randy Petresh, vice president, technical services at Haldex. "[HDBMC] had regularly sched- uled meetings with NHTSA while the standard was being developed," he says. "A lot of time went in to determining how much of a reduction [in stopping distance] they really wanted." In July 2009 NHTSA announced its new stopping distance requirement. This reduced the maximum stopping distance for loaded three-axle tractors from 355 ft. to 250 ft., and unloaded tractors to 235 ft. Given lead time before Phase I of the FMVSS 121 amendment would take affect (Aug. 1, 2011), brake system and friction manufacturers immediately began testing concepts that would meet the RSD requirements. The two sides worked together to hit the 2011 deadline. "There was cooperation between the brake manufacturers and friction suppli- ers from the initial concepts all the way to the fl eets," says John Thompson, sales manager, commercial vehicles, NAFTA at TMD Friction. Higher friction brake linings were identifi ed as early on as 2007 by the brake manufacturers as part of a package (also including larger diameter and wider front brakes, as well as brake chamber size increases) that would meet RSD require- ments, says Tom Rogers, senior applica- tions engineer, Abex commercial vehicle friction at Federal-Mogul Motorparts. Previous to RSD, most friction mate- rials were classifi ed as NAO or non- asbestos organics. In addition to new NAO materials, Rogers says Federal Mo- gul also developed semi-metallic fric- tion solutions, as well as combination T R U C K P A R T S & S E R V I C E | A u g u s t 2 0 1 4 National ® Oil Seals. Your premium quality, no compromise solution for every wheel end repair. National ® Gold ™ Low Friction Unitized Oil Seals deliver... & Dependable longer life Exclusive 100% all PTFE sealing lip outlasts the elements & Lower cost per mile Enhanced durability reduces replacement costs & The brand you can trust Leading OE Manufacturers recognize the superior capabilities of National Gold Seals and make it their first choice in sealing Contact your National Oil Seal Distributor today. ©2014 Federal-Mogul Corporation Text INFO to 205-289-3544 or visit www.tpsdigital.com/info Service Bay The heavy-duty industry currently offers RSD compliant drum and disc brake technology.