Manager:Dave Perkins
Title: Director of maintenance
Company: Fraley & Schilling, Rushville, IN
Operation: Heavy-haul carrier with 470 company-owned tractors
Problem:
The driveshaft is a component considered out of sight and often out of mind for most fleets simply because it’s tucked underneath a truck. Yet it’s a component that nonetheless needs maintenance, explains Dave Perkins, director of maintenance for Fraley & Schilling (F&S). Consequently, shops must devote time and money to taking care of it.
That’s why Perkins is constantly on the lookout for what he calls “time-saving” components. He also notes that getting “a little extra time” maintenance-wise provides his team of technicians with an opportunity to focus on some of the intangible attributes of truck equipment care.
“We like to put some additional effort into sprucing up the cabs for our drivers,” he says. “We’ll go in there and vacuum the floor and basically clean out the truck more than we normally would. It’s an extra benefit we like to give our drivers.”
Whenever F&S contemplates a spec change for its equipment, Perkins not only looks to ensure big benefits are accrued, such as lower weight, fuel economy improvements and lower maintenance costs, but whether the change can deliver extra time savings as well.
Solution:
Perkins found some of those little extras when F&S decided to try out Dana Corp.’s Spicer Diamond Series driveshaft on six Kenworth tractors it purchased back in October 2011. The fleet added the Diamond Series driveshaft to a drivetrain system that included the Paccar MX 455-hp. engine and an Eaton Fuller FR Series 10-speed manual transmission.
“While our number-one priority is being a reliable company that operates durable vehicles, our second major concern is reducing the truck’s overall weight,” explains Robert Schilling, chairman, CEO and owner of F&S. “Since we specialize in hauling heavy building and metal products, it is important to maximize loads whenever possible. That’s why we’re constantly looking for new ways to decrease weight, whether that is in the frame, transmission, engine or driveshaft. Every little bit helps when we’re hauling this kind of material.”
Instead of a typical two-piece driveshaft connected by a U-joint, the Diamond Series is created through a proprietary manufacturing process that pairs steel end fittings with a high-strength aluminum tube to create a single-piece driveshaft weighing up to 40% less than traditional steel driveshafts. The design aims to reduce maintenance, corrosion, friction, and wear while allowing smoother, more convenient installation and operation.
When first approached, Perkins worried that this new driveshaft wouldn’t be durable enough to handle the higher torque produced by F&S’s trucks because of its aluminum construction. A second concern was whether it would fit within the undercarriage, since the Diamond Series has a slightly larger diameter than traditional models.
“Even with our concerns, spacing remained a non-issue for our fleet, and we were able to properly fit the driveshaft with no problems at all,” Perkins says.
“While saving weight was the biggest factor in our decision to install the six new Diamond Series driveshafts—saving 70 lbs. per truck—we also are expecting to realize some maintenance benefits,” he explains. “With a standard two-piece driveshaft assembly, we would typically have to change the carrier bearing and U-joints after four or five years of service. That won’t be necessary because it is a one-piece assembly.
“At first, some of my associates and I did have concerns because this is a new technology, so we kept a close eye on the weld that connects the steel end yoke to the aluminum tube,” Perkins continues. “After two years and 200,000 mi. of service now on all six of our trucks with the driveshafts, we have had no issues at all. The weld is a strong one and just as secure as the day it arrived.”
