Commercial Vehicles

Injector dribbling will wash the oil off the cylinder walls.

No, they are not. Some companies, however, may have a company policy prohibiting their drivers from doing such.

80,000 lbs GVWR

We recently had some trucks come through with 384,000 lbs GVWR, including the 209,000 lb truck and a 175,000 transformer for a wind farm.

Off-highway logging trucks often carry loads of up to 100,000 pounds.

Oversize loads may need special permits from state or federal highway officials.

Laden is the loaded weight

About £200

Most are 12mm allen jey-type fittings, or torx.

It can be anything from a Class 1 pickup truck with a dump bed all the way up to a Class 8 single vehicle or tractor-trailer.

1-5-3-6-2-4

if you have a e6 or e7 engine

They do. On a hot day, it may be too hot to stay in the truck without air conditioning. If the truck doesn't have an Auxiliary Power Unit (APU), the only way to run the AC is to idle the motor. On a particularly cold night, the same applies, especially if the temperature is going to be under 20 degrees, at which point, there's risk of the fuel gelling up. The motor needs to be run to keep the tank heaters going.

In instances of a truck not being shut off while taking fuel, or being left running while stopped for short periods of time, it's actually the recommended practice - idling the motor down for a few minutes helps evacuate and cool down the turbo, which in turn preserves the seal on the turbo.

Since this is a commercial vehicles category, I shall tell you how to shift via the tach.

Every truck has an optimal RPM range. If you fall below that range the engine could stall; go above it and you'll use too much fuel. For this, our optimal range is going to be 1000 to 1500 rpm.

When you are upshifting, you accelerate until the engine is running 1500 rpm, then shift.

When you are downshifting, you decelerate until the engine hits 1000 rpm, then downshift.

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The 1500/1000 RPM range is sort of a default taught by truck driving schools. In reality, your upshift and downshift points will vary in accordance with a number of factors. Try upshifting at 1500 while on an incline in the mountains, and it won't work out very well for you. Same thing when it comes to heavy haul, or anything off-road. Personally, I prefer to upshift at 1900 - when you shift into the next gear, it puts you in that gear while you're still within the torque band, which is important - if you upshift at 1500, you typically hit the next gear at an RPM range just below the power band. While this may work out sufficiently in parts of Texas or Florida, where it's flat, all it'll do is bog down the engine in any place which isn't. This is hard on the drivetrain.

Stellar Blue Pearl

JCB are the initials of its inventor - Joseph Cyril Bamford.

Don Schneider

Generally, you must first elevate the trailer via a provided crank or powered floor jack attached to the trailer. Once the hitch is slightly elevated, there is a locking arm located on the hitch, typically with a trigger release. By tripping the trigger release the locking arm can be rotated into the unlocked position and the car will usually drop free of the trailer.

i think in you can change every week

It helps to know which key tumbler you're talking about. The one for the ignition won't be the same process as the one for the cab doors.

All states require a rear plate, and a plate light;

Unless you are talking about the tractor of a tractor~trailer. Then the rule of thumb is "If the vehicle came equipped with it, it had better be working"

Recreational vehicles are dangerously unregulated, and will continue to remain so until senior citizens and the AARP lose some political influence.

If it's a registered recreational vehicle, it's exempt from regulation by the FMCSR (the laws which regulate commercial vehicle operations). Licencing requirements become the jurisdiction of the state in which the vehicle's operator is licenced, and they can only apply those requirements to residents of those states. California has their own state licences for vehicles over 26,000 lbs. which aren't for commercial use, whereas Florida allows you to operate pretty much any vehicle exempt from CDL requirements on a regular drivers licence. If a Florida driver operates an RV in California, then California must recognise it, and cannot impose additional requirements on the Florida driver.

I don't know about their European or other motors, but the American MBE series.. not exactly a life changing powerplant, but they're sufficient, although they suffered some serious problems when Daimler A.G. introduced them into the North American market for the 2003 model year. I ran a 450 horsepower MBE in a 2005 Sterling 95 series straight truck for six months from May to November of 2010, and never experienced any problems with the motor, and we'd normally run the motor for 10 - 12 hours straight; when we weren't going down the road and the truck was stationary, it was usually in high idle in order to operate a truck mounted boom and grapple.

If I remember correctly, the Mercedes Benz MBE motor is, at its core, a Detroit Diesel motor, albeit with Mercedes-Benz electronic controls, rather than the DDEC system. However, it lacks the provision common in Detroit Diesel motors to be able to read fault codes from the dash - a computer must be hooked to the vehicle in order to read off fault codes.

I've never heard of an aggregate working load limit for a vehicle. The only place that term is used in the Federal Motor Carrier Safety Administration Reglations is in the load securement section. If that is what you meant, it's pretty simple. Most tiedowns and chains should be marked with their Working Load Limit. If they are, you simply add them up. Five synthetic straps with Load Limits of 7,000 pounds each equals an aggregate working load limit of 35,000 pounds. In most cases, your aggregate working load limit must be at least 50% of the total weight of what you are carrying. In this case, these 5 tiedowns' load limit would be enough for something weighing 70,000 pounds. If you don't know what the Load Limits are, you can go to 393.108 in the regulations. They have a list of tiedown types and sizes. If the tiedown is not marked, you must use the assigned rating from the regs. You need to check 393.100 through 393.136 though. Many commodities, such as bundled lumber, vehicles, heavy equipment, have specific requirements in addition to the genereal load limit requirements. Also, keep in mind, if you are inspected and your load is not secured sufficiently, it is an Out of Service Violation and you can probably count on being issued a ticket, being parked where you are, and your company's safety rating going down."

That is not quite right. According to the rules the aggregate working load limit is "the sum of one half of the working load limit of each tiedown". This means you divide the load rating of each tiedown by two and then add them up to get the aggregate working load limit.

If your tiedowns are rated at 7,000 lbs and you have 5 tiedowns , the aggregate working load limit, the sum of one half of the working load limit of all tiedowns would be 17,500 lbs.

Securment rules state "The aggregate working load limit of any securement system used to secure an article or group of articles against movement must be at least one-half the weight of the article or group of articles". Divide the working load limit of each tiedown used by two and add them together. This number needs to be equal to or greater than half the weight of your load. It is an overcomplicated, fancy way of saying that the load limit of your tiedowns must be equal to the weight of the load.

Not sure what year you have? Is it digital, or analog (needles and numbers on plastic rolls) If it is the needle version, you may have a cable the runs up the back of the speedo cluster from the transmission. My 84 cougar had this. (I had disconnected it once, I forgot why) But anyways, it may be broken, or just loose. To tell if it just loose, or fallen off, you should be able to reach up behind from underneath down by the pedals. If I remember right, cuz its been a long time since I had it, there is a black plastic cover, which you can remove to get up there. You will need to lie on your back kinda to reach up. If it has come loose or off, it just threads on like the cable to from your wall to your tv. If its on, it may be broke. The speedo cable is connected to the transmission. It will have another bendable cable inside which spins while you drive, if it does, it could be broke on the inside of the cluster. If that is the case, goto a junk yard and pull one out of another car. If its electronic, and displays a error message, you are hosed. You need to locate another cluster. Junk yard is cheapest bet.

If it is electronic (not Digital) then youi have to replace the Odometer assy inside the instrument cluster. Go to http://www.dashusa.com/ford_trucks.htm and they can send one with your current milage on it for trade. The one for my 1994 cost $225.00 trade-in and that's installing it yourself. Ignore that it says Ford Truck as these folks handle all cars and trucks.

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