Welcome! I’m an over the road truck driver that hauls over night freight from Chicago to Kansas City and back. It is a boring job so I figured I would share some of the drive. Have a suggestion? Leave it in the comments!
This video is a quick tour of Derek Bemiss’s detailing truck. He has been detailing for 33 years in Southern California. www.Detailwerks.net He was kind enough to give me a quick tour while we were on set filming/detailing Matt Farah’s Lamborghini Countach. As you can see, you do not need a lot of “stuff” to be in the detail business. Just the minimum tools along with a lot of knowledge and motivation. Hope this gives you a good starting point for your mobile detailing business…. (Huge thank you to Derek for allowing us into his business. Very much appreciated 🙂
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Ride-On Tire Sealant installation instruction video for using hand pump to install Ride-On into commercial truck tires that are unmounted. Ride-On TPS tire sealants for trucks (Commercial High Speed Formula – CHS) is designed to make any tire into a self sealing tire, balance the tires without the need for wheel weights, and help extend tire life. Ride-On TPS seals punctures, eliminates flat tires and blowouts, and reduces porosity air loss.
Learn more at Ride-On.com or shop directly at Ride-OnShop.com.
This is the Hyper drive version of this brake job, still talk on a couple key points but fly through on the work side of it.
This is how a paraplegic changes a rear wheel seal and cleans brakes on the rear axle, on an F 700 dump truck with the Lucas Girling brake system. First manor is jacking up the axle to the tires can be removed, typically it’s a good ides to use jack stands but I didn’t have that luxury on this set up. Once off the ground then need to cage the spring brake or the brake chamber to free up brakes, you might need to adjust brake adjusters or you may not (that depends on if drum has a lip and catches on shoes) remove the nuts that hold the wedges and the wheel in place, once loose then smack the wedges with a hammer until they brake free. Remove the nuts and wedges, remove outside tire, remove spacer ring, and remove inside tire. From this point remove the nuts for the axle shaft and the coned shaped alignment washers by smacking the shaft with a hammer and vibrating them out, then remove the axle shaft. Now remove the outer nut with 3 1/2 hub socket, lock ring, inner nut, and finally the outer bearing. I made a puller to remove the hub, once freed up pull hub and drum together and set on ground.
Now flip it up and drive out the wheel seal and inner bearing, clean and check bearing and race, lube bearing and reinstall. Next install the new seal, be sure to drive it in square and set it flush at the base of the hub. I use 80 grit sand paper and give the shoes and drums a new surface to provide greater braking, clean out all dust and set hub and drum back onto axle. Take care not to damage the new seal, (IMPORTANT be sure to add oil in the hub before outer bearing unless you have a fill port in hub) oil outer bearing and install into the hub. Install the inner nut and tighten to press hub back into place, run nut down tight while turning drum to seat bearings. Loosen outer nut and then snug back down to set the end play on the bearings, when set install lock ring (in most cases you will have to make a small adjustment to the inner nut to get the pin and lock ring to engage) then install the outer nut and tighten. Next clean the axle shaft and hub, install RTV silicone to the hub and shaft to prevent gear oil from leaking. Install alignment washers and torque nuts. Throw the inner tire, spacer, and outer tire back on, install wedges and try to keep them even gaped. When tightening Dayton wheels you need to place an object next to the tire so you can check the run out of the tires, if the tire wobbles then you adjust the wedges accordingly until tires run true. Adjust brakes and uncage the spring brake, set tires back down on the ground and fill the diff with fluid. Last thing is to pack the tools up and ask why you didn’t take it and have someone else work om it!!! Thanks for watching. Please LIKE, SUBSCRIBE,and/or COMMENT!!
BEST OF TRUCKS OVERTURNING, SPECTACULAR TRUCK CRASH COMPILATION
Uploaded as educational video.
Semi Trucks crashes and Accidents. Compilation #7.
Videos featured in the following compilation are intended for criticism, educational and journalistic purposes.
Take this video as a learning tool, watch and do NOT repeat!
Take these videos as a learning tool. Always obey the laws of the road and driving conditions.
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Why is the bridge so low?
This train trestle is about 100 years old. At the time when it was built, there were no standards for minimum clearance.
How often do trucks crash into the bridge?
On average, about once a month a truck gets visibly damaged at the bridge. However, every day I see trucks that trip the overheight warning lights, stop and turn into the side street.
Why don’t they fix it?
Depends on who “they” are and on what “fix” means. The North Carolina Railroad Company owns the train trestle, and their concern is primarily with keeping the trains running and keeping them running safely. So their concern is mainly with reducing the impact of the truck crashes on the actual structure of the train trestle. As far as they are concerned, they solved that problem by installing the crash beam.
The city of Durham has installed “low clearance” signs on each of the 3 blocks leading up to the trestle (Gregson is a one-way road). There is an “overheight when flashing” sign with flashing lights that are triggered by vehicles that are too tall. Several blocks ahead of the trestle the speed limit is 25 MPH. The folks from the city planning department said that they made an effort to prevent accidents.
The North Carolina Dept. of Transportation maintains the road, but not the signage. I suspect they have much bigger problems to deal with statewide than this bridge.
Is the clearance signage accurate?
The clearance signage displays a maximum safe clearance – and yes, in that sense it is accurate. The actual clearance of the crash beam right in front of the trestle is 11 feet 10.8 inches, which gives it a 2.8 inch safety margin. The MUTCD allows for a maximum of 3 inches difference between the signage and the actual clearance.
For the convenience of our metric-only audience, here are the measurements we’re talking about in meters:
11foot8 (11 feet 8 inches) = 3.556 meters
11 feet 10.8 inches = 3.627 meters
Safety margin: 7.1 cm (at the crest of the road)
Can’t the road be lowered?
That would be prohibitively expensive because a sewer main runs just a few feet below the road bed. That sewer main also dates back about a hundred years and, again, at the time there were no real standards for minimum clearance for railroad underpasses.
Can’t the bridge be raised?
Here, too, the question is who would want to pay the millions of dollars to raise the tracks a couple of feet? To accomplish this, the grade of the tracks would have to changed on both sides of the trestle, probably for several miles. That would require rebuilding all trestles in Durham. And NS would have to shut down this busy track for months. I don’t think they are interested in that idea.
Is the signage inadequate?
The signage is pretty good. Large signs alert driver to the low clearance several blocks before the bridge. Over height vehicles trip a light switch that turns on flashing warning lights.right at the bridge.
Should there be more signage?
It’s hard to see how more “low-clearance” signs will significantly improve the situation. But maybe a different kind of signage would get the driver’s attention.
Could they install a low-clearance bar?
A low clearance bar is a bar suspended by chains ahead of the bridge. Overweight vehicles hit that bar first and the noise alerts the driver to to the problem. I understand that this approach has been successful in other places, but it’s not practical here. There are many over height trucks that have to be able to drive right up to the bridge and turn onto Peabody St. in order to deliver supplies to several restaurants. Making Peabody St inaccessible from Gregson St would make the restaurant owners and the delivery drivers very unhappy.
Why are they using yellow flashing lights?
Warning lights have to be yellow according to the NC traffic laws.
Are the drivers stupid?
No idea. They certainly seem distracted and the rental truck drivers are also probably inexperienced.
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6 Track Drive, 6 Track Steering – this Semi Truck is unlike any other I have ever seen.. and now, we are revisiting – but still UPGRADING this memorable and amazing model from years past. Team Raffee has made this possible by creating a Silver & Blue set of tracks! Who here remembers when HD OVERKILL was on MUDDY TRACKS… many years ago?! This is the same truck .. but evolved.
Today I am installing the Team Raffee Tracks I got at ATees.com
The conversion kit I am using is for an Axial SCX10 (original axle), but they have many conversion kits for multiple styles of trail crawlers.
Here is a shortened link to the Tracks and pieces you may need, on Atees –
For snow, sand.. basically ALL Terrain – these tracks can do a lot of amazing things. They do have their limitations, much like in full size – but I think that’s part fo the fun, and part of the experience of tracks. you never know what kind of trouble you are going to get into!
Im looking forward to “wheeling” in the upcoming snow and back woods trails with these tracks.. the second set of rubber on them are truly insane! Deep Lugs and lots of traction.. I am excited to see these in action!