Truck Parts and Service | Heavy Duty Trucking, Aftermarket, Service Info
Issue link: http://read.dmtmag.com/i/638172
24 Service Bay wire based on only three rudimentary factors — color, size and length — and were neglecting to factor load, current, operating temperature and other aspects when making purchasing decisions. "Corrosion protection really starts in the design phase of any product," says Brad Van Riper, senior vice president and chief technology offi cer at Truck-Lite. "If you can design, spec and install a compo- nent properly, that's 70 to 80 percent of what you can do to have a corrosion- resistant vehicle." Kelley says he's spent the last decade stressing that same point throughout the industry, but says he still sees cases where good advice is neglected, typically for pricing concerns. "I see a lot of good effort made by the OEMs but it's a constant battleground. Purchasing is trying to take out costs and engineers are trying to add quality," he says. "That's when customers have to speak up and fi ght for and demand the right products." Improper vehicle inspections and ser- vice also can be a harbinger of corrosion. Proper spec'ing minimizes the likeli- hood of corrosion but it doesn't elimi- nate it, Van Riper says. Components can still be damaged in use or break down over time. When that happens, repair procedures become vital to the long-term health and performance of a vehicle. Referring to wiring and lighting systems, Van Riper says most har- ness products can be repaired and still perform as long as the wire is properly sealed. There is no quicker conductor of corrosion in an electrical system than exposed wire, he says. "Piercing holes in wiring to diagnose issues is a big mistake that causes more problems," says Dave Lajeunesse, director of engineering at Phillips Industries. "Non-sealed connectors create [an] envi- ronment for corrosion to build up." In cases of uncertainty, Lajeunesse says opting for replacement components is a safe move. "If the corrosion is minor, it can sometimes be cleaned and may provide additional service life. However, damage has been started on the metal surfaces and cannot be repaired back to its origi- nal condition," he says. "It will need to be replaced sooner or later; [and] sooner is recommended, as corrosion can creep its way into the system through that connection." This is a key point, says Purkey. When corrosion is uncovered it must be traced throughout a component or system to identify the extent of the damage. "Sometimes corrosion will be visible at a [wiring] connection, but other times you have to cut the wire back to see it. What's important is that you fi nd how far it goes and if you're making a repair, that you make it using the clean wire." This is where aftermarket expertise can be invaluable. Corrosion is happening all the time. No customer is immune to it; no cus- tomer can eliminate it. The best bet for a vehicle owner who wants to minimize corrosion-related downtime is building a partnership with a distributor and/or service provider who has the knowledge and expertise to snuff out corrosion damage the instant it occurs. Thompson reiterates that that starts in T R U C K P A R T S & S E R V I C E | F e b r u a r y 2 0 1 6 Regular maintenance intervals should include specifi c steps that allow technicians to inspect systems that are most vulnerable to corrosion. When left unchecked, corrosion can wreak havoc throughout a tractor and trailer, specifi cally electrical and braking systems as shown above.