Glider

J

JN1981

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Mar 25, 2009
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Looking for opinions, comments, experience on glider trucks.

We are looking at a couple of different options for some replacement trucks and with all the issues we have had lately with emissions related codes and repairs, a new truck with a pre-emission engine is looking more attractive.
 
We have one and it has been fine. I would check into the rules as my understanding is they will not sell anymore gliders in Canada, but that may be hearsay,

We also have a couple new Western Stars with Detroit drivetrains that have been good.
 
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Am I wrong to think that the Glider market is really for 'old-school' people who want to run long-nosed trucks with O/O specs? Most of the models of trucks that you see that are Gliders tend to be Freightliner Coronados and Classics, Pete 379, Kenworth W900 etc.
 
theman said:
Am I wrong to think that the Glider market is really for 'old-school' people who want to run long-nosed trucks with O/O specs? Most of the models of trucks that you see that are Gliders tend to be Freightliner Coronados and Classics, Pete 379, Kenworth W900 etc.
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No not wrong but I do know of aero trucks that are gliders as well as a couple Cab overs that have been done in the last couple years..
 
I was just thinking that the aero-style trucks wouldn't have much demand for gliders ... only because the interiors in those trucks have progressed. With a long-nose I understand the appeal. I don't know if I would use those as fleet trucks ... if I was to run my own trucks (I work for an asset based company though) I'd probably lease them and throw them back after 600-800K kms. I know it's no guarantee but ...
 
We purchased 3 trucks with gliders. (2002 engines in a 2014 body) The idea was sound but...
PROS:
-remote shops know how to fix the engine
-most repairs do not need a computer
-no EGR, DEF, SCR, DOC maintenance.
-truck will usually run for months with a check engine light on
-the drivers we have prefer them

CONS:
-some engine parts are hard to come by because they are not stocked
-some shops will only use OEM parts - which are harder to come by.
-if a computer is needed, some shops do not have the software that far back.
-the glider engine came with mostly refurbished parts that failed quite quickly (turbo, water pump, belt idler)

The biggest problem is the part availability.
OEMs are required to produce parts for 15 years but nobody enforces it. We have waited days on parts as they come from DC's in remote locations or they source someone to make it.
Once we needed a 9 rib belt after a water pump failed and they wouldn't put an 8 rib belt from NAPA because OEM specs said it required a 9 rib. We had to drive the truck out, call a different vendor to obtain the 8 rib belt from NAPA and then put it on for the driver to continue his trip.

Other than that, we're somewhat ok with it. It wasn't our best decision but it wasn't the worst either.
 
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I see Glider kits as a good thing when used for their original intention which was to lower insurance costs by replacing the body with a new one due to a wreck where the power train and engine is still in good shape.
In addition to the "cons" listed below you also have the uncertainty of proposed government legislation to fight against their use as a way to get around emissions laws.
They can look good, but so does a 70 year old woman who has had a face lift, boob job, tummy tuck and other assorted procedures. From a distance they look like a new model, but once you look under the hood...................
 
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whatiship said:
I see Glider kits as a good thing when used for their original intention which was to lower insurance costs by replacing the body with a new one due to a wreck where the power train and engine is still in good shape.
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I thought of it the other way around, an old tired engine with a rebuild if the body was in good shape. Kind of like Viagra but only for a truck.........hence the reason why the long nose, O/O spec, old school guys were doing it.
 
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True, maybe it should come with a warning that if the truck runs long and hard for more than four hours you should consult a mechanic........................
 
I would check to make sure they are legal in all the states you run in before investing.
 
Igor Galanter said:
Here is an answer, theman...:

http://m.truckinginfo.com/news/263938/phase-2-ghg-rules-to-curtail-then-almost-kill-gliders
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It's as I was thinking ... the more stringent the pollution standards in the jurisdiction, the tighter the control on gliders would be ... I would assume? I think for the long term good of everybody the tight standards are a good thing ... the truck engine manufacturers are just going to have to figure their stuff out. But really ... I can see the industry moving away from diesel before too long.
 
Rob said:
We have one and it has been fine. I would check into the rules as my understanding is they will not sell anymore gliders in Canada, but that may be hearsay,

We also have a couple new Western Stars with Detroit drivetrains that have been good.
Click to expand...
Jim L said:
We purchased 3 trucks with gliders. (2002 engines in a 2014 body) The idea was sound but...
PROS:
-remote shops know how to fix the engine
-most repairs do not need a computer
-no EGR, DEF, SCR, DOC maintenance.
-truck will usually run for months with a check engine light on
-the drivers we have prefer them

CONS:
-some engine parts are hard to come by because they are not stocked
-some shops will only use OEM parts - which are harder to come by.
-if a computer is needed, some shops do not have the software that far back.
-the glider engine came with mostly refurbished parts that failed quite quickly (turbo, water pump, belt idler)

The biggest problem is the part availability.
OEMs are required to produce parts for 15 years but nobody enforces it. We have waited days on parts as they come from DC's in remote locations or they source someone to make it.
Once we needed a 9 rib belt after a water pump failed and they wouldn't put an 8 rib belt from NAPA because OEM specs said it required a 9 rib. We had to drive the truck out, call a different vendor to obtain the 8 rib belt from NAPA and then put it on for the driver to continue his trip.

Other than that, we're somewhat ok with it. It wasn't our best decision but it wasn't the worst either.
Click to expand...

Thanks for the input Jim (and everyone else), all very good points.

The frustration of the failure of the dealers to have technicians in place to repair issues that come up with the new trucks due to the emissions standards has us looking at different options to improve up time. In our experience we have had no issues with the engines themselves, its been the add on stuff that shuts the trucks down (onebox, dosers, sensors etc..) and unfortunately very few mechanics are able to repair those items and a lot of the dealers take a very relaxed attitude to the speed of repairs.
 
JN1981 that is why we went to full Penske lease, our maintenance on our trucks is a constant now and if the truck breaks down we have a replacement within 4 hours so are downtime is very minimal.
 
lowmiler88 said:
JN1981 that is why we went to full Penske lease, our maintenance on our trucks is a constant now and if the truck breaks down we have a replacement within 4 hours so are downtime is very minimal.
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Penske is coming to see me on Friday with a presentation for full service leasing, they have been good with any rentals we have had.
 
Our Freightliner Cascadias have had no issues with down time. Problems are generally identified at an oil change and repaired as necessary. You need to find someone who will look at the codes each oil change and clear them after. It helps get to the root of the problem. If we have a few hits on a particular item (doser, injector etc) we will change it out and save the hassle on the road. By far Freightliner has the best product from what we have found.

Our Peterbilts on the other hand........nothing seems to work.
 
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I'm in the same boat as Jim. Freightliner Cascadia Evolution's are friggin' awesome. Except for the MX13 powered model 579 I have, my other Peterbilts are a major disappointment. The glider, series 60 DD in a Coranado, I have is a huge, expensive mistake.

My latest episode with a Paccar powered Peterbilt model 386 ... the fan hub went out of it in Golden, BC. There were 13 replacement hubs in North America ... 3 of them in Mexico, none of them in BC. The fastest way to get one to the driver was to put one on West Jet air cargo out of Pearson and fly it to Calgary. Rent a vehicle for the driver in Golden to go back to Calgary, pick it up at the airport, and take it back to the mechanic in Golden. Managed myself it was a 21 hour downtime and a $1,500.00 total cost. Managed by Peterbilt it would have been 4 days, and a $2,000.00+ tow bill.

Just my humble two cents worth...
If you have to buy, buy new Freightliner or Western Star, buy Detroit drive lines, and make sure you subscribe to virtual tech (it's cheap insurance).
I have it on good authority that a Volvo is not a bad buy. They have some pretty nifty innovations.
If you are stuck on Peterbilt, or Kenworth, stick with the Paccar MX-13 engine. However, stay clear of purchasing the Paccar warranty since it's not worth the paper it's written on.
If you buy Navistar, make sure it comes with a straight jacket ... you'll need it.
Try to steer clear of anything Cummins powered as it's not the best choice out there for a power plant, but it's way better than a Maxxforce ... LOL.
 
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