14.11.2012 Views

Intelligence for All Wheel Drive - Haldex

Intelligence for All Wheel Drive - Haldex

Intelligence for All Wheel Drive - Haldex

SHOW MORE
SHOW LESS

You also want an ePaper? Increase the reach of your titles

YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.

VALUABLE NEW FEATURES

for commercial vehicles

Haldex

A STEADY LIFT FOR QUALITY

Gerd Bär prefers Haldex

A MAGAZINE FROM THE HALDEX GROUP NO 1/2007

Lands of

opportunity

Haldex expands in Russia and India

Relining with customer focus • Stronger position in China


�Content

News

IN SHORT. Haldex participates in a EU-supported

project to improve traffic safety. 4

STRONGER POSITION. The Haldex acquisition

of Runguang Hydraulics provides the company

access to the Chinese mobile hydraulics

market. 22

Customer first

A TAIL OF SUCCESS. Gerd Bär GmbH dominates the

field of mobile lifting systems. The company

has chosen Haldex as sole supplier of

crucial component. 6

Haldex people

WITNESS TO HISTORY. During his 33

years in the company, Anders Loggert

has seen — and been part of

Haldex’s rise into one of Sweden’s

corporate success stories. 11

Haldex Dynamix is a magazine published by the Haldex Group, Biblioteksgatan 11, Box 7200, SE-103 88 Stockholm, Sweden.

Editor in chief: Lena Olofsdotter. Editorial services, design and prepress: Appelberg, Box 7344, SE-103 90 Stockholm Sweden, Tel + 46-8-406 54 00.

Managing editor: Anne Hammarskjöld. Editorial commitee: Mats Kälvemark, Sherilyn Hensaw, Thomas Holm, Ulf Herlin, Mårten Lund, Diana Spieler, Steve Zarembski.

Copy editing: Valerie Mindel. Graphic design: Lena Palmius. Print: Trydells Tryckeri, Laholm, Sweden. Cover photo: Ina Agency Press.

Subscription: info@haldex.com or Fax + 1 (816) 891 9447. Haldex Dynamix is published twice a year, in Chinese, English, German and Swedish.

2 Haldex Dynamix 1/2007

11

18

Expertise

JOINED FORCES. Dual brake discs, a fixed calliper

brake and unbeatable maintenance are some of

the features of SKF and Haldex’s new wheel for

commercial vehicles. 12

THE HALDEX WAY. The Grand Rapids, Michigan,

brake shoe relining plant in the United States puts

listening to the customer at the center of its operations.

24

Features & Friends

12

NO BRAKES ON INDIA. In the wake of new

safety regulations, India is facing a huge

need for automatic brake adjusters. Haldex

India is ready to fill that need. 16

ECONOMIC BOOM. Business is booming in

both Russia and India, and Haldex is there to

take advantage of the opportunities. 18

DO IT LIKE TOYOTA. By eliminating waste, Japan’s

Toyota has shown the world how to produce

cars with maximum profitability. 23

24

www.haldex.com


6

Haldex is preferred supplier of a key hydraulic component to Bär,

Europes leading supplier of high quality mobile lifting systems.

When the environment,

safety and vehicle

dynamics drive demand

THE STRATEGIC SIGNIFICANCE OF HALDEX’ engagement in

China, India and other so-called emerging markets is rapidly increasing.

For example, the market in China for wheel-loaders is as large

as that in the rest of the world. The acquisition of Runguan Hydraulics

(see article on page 22) further reinforces Haldex position as the

leading supplier of hydraulics products to the Chinese construction

equipment industry. Haldex Hydraulics (Qingzhou) Co. Ltd. will

manufacture hydraulic pumps, valves and cylinders for different types

of construction plant such as wheel loaders and excavators.

Alongside the very positive developments in China, India is becoming

an increasingly more important market for Haldex. In April 2007,

new legislation was introduced here with regard to automatic brake

adjustment systems for commercial vehicles. With 60 percent of the

global market, Haldex is world leader in automatic brake adjusters

and is at present starting up local production to ensure deliveries to

commercial vehicle manufacturers in India. It is interesting to note

that demand is being driven by legislation. Legislation is even being

discussed in China and this could provide new opportunities for Haldex

and our partners in the commercial vehicle and construction equipment

industries.

In the usa, we can also see extensive and promising opportunities

for Haldex. Environmental legislation is being tightened with regard

to engine emission limits. This has meant an increase in demand for

Alfdex, the very successful crankcase gas cleaning system developed by

Haldex in close cooperation with Alfa Laval. Haldex’ crankcase gases

cleaning system has also been tested this spring on truck engines. The

automotive industry has shown great interest in this technology that

uses a variable pump, Varivent, which recirculates exhaust gases in diesel

engines. egr, Exhaust Gas Recirculation, is in great demand in the

usa but is also used by Scania and man, among others, in Europe.

Also, Haldex’ Traction Systems Division is rising to meet large-scale

challenges – deliveries of fourth generation 4wds are now being prepared.

These will be used, among other things, in Volkswagen’s new

Tiguan. We are also establishing a new factory in Mexico, with a delivery

start to a new North American customer planned for 2008.

Haldex mission values focus on safety, the environment and vehicle

dynamics. Guided by these, we have built up a strong platform as a

supplier to leading automotive manufacturers in Europe and the usa.

It is both gratifying and exciting that similar quality concepts are now

being demanded in the world’s fastest growing economies. Haldex is

well prepared to meet these immense and stimulating

challenges.

Joakim Olsson

Managing Director

and Group ceo

www.haldex.com 1/2007 Haldex Dynamix 3


�News

Photo iStockphoto

Tougher Japanese

Fuel-Economy Limits

The Japanese ministries of Industry

and Transport, have agreed on

new fuel efficiency standards. The

ministries plan to revise regulations

this summer. Cars, including diesel

engine models, will be required to

run 16.8 kilometres on one litre of

fuel under a specific driving mode.

The figure is 23.5% more than an

average of 13.6 km/l in 2004. The

2015 targets for small buses and

trucks are set at 8.9 km/l and 15.2

km/l, respectively, up 7.2 % and 12.6

respectively from 2004 averages of

8.3 km/l and 13.5 km/l.

4 Haldex Dynamix 1/2007

Haldex involved in EU

traffic safety project

THE 3-YEAR SPARC (Secure Propulsion using Advanced Redundant Control) project,

a joint EU/industry-funded effort to improve traffic safety through advanced technology,

was concluded this summer with a major presentation to the EU Commission

on July 16 and to the vehicle industry on July 17, in Papenburg, Germany. About 400

top managers and key figures from the vehicle industry attended the industry

presentation. The project, which began in 2004, was coordinated by DaimlerChrysler

and included 27 other representatives from the European vehicle industry. Haldex

has provided Electro Mechanical Brakes (EMB) for one of the trucks in the project as

well as a complete control system, including EMB and Electronic Air Suspension, for

one of the project trailers. The purpose of SPARC was the creation of a predictive,

rather than reactive, hazard detection system.

For further information on SPARC, visit: http://www.sparc-eu.net

Photo INA Agencypress

China plans for

Jatropha Biodiesel

THE STATE FORESTRY ADMINISTRATION OF CHINA plans to plant 13 million

hectares (an area the size of England) with Jatropha trees for biodiesel.

Jatropha is currently grown on around 2 million hectares across the

country. The forest, mostly spread over southern China, is expected eventually

to produce nearly 6 million tons (6,8 billion litres) of biodiesel every

year.

www.haldex.com


Time for greener Formula 1

The environmental requirements

imposed on Formula 1 racing are

being tightened and the end is

drawing near for the considerable

carbon dioxide emissions produced

by Formula 1 cars. In 2011, new rules

will be in effect for a greener racing

environment.

THE HEAD OF THE FIA car racing organization, Max

Mosley suggests there will be new opportunities for racing

teams and race car designers when the rules change

in 2011. Bio fuels, energy recycling, limited fuel allocation

and smaller cylinder volumes – perhaps even hybrid

engines – will be used to decrease carbon dioxide emissions

before Formula 1 falls into disrepute in the face of

environmentally conscious public opinion.

The designers are aware that the highest category formula

race cars are environmental bad guys and that the

potential exists to reduce emissions. An 800 horse power

Formula 1 car releases about 1,500 grams of carbon dioxide

per kilometer on the track. In comparison, average

emissions for cars today is 170 grams and the eu recently

set a limit of 130 grams by 2012.

Technology

can save lives

Safety oriented Intelligent Transport

Systems, ITS, such as Adaptive

Cruise Control and Intelligent Speed

Assistance can save reduce casualties

(fatalities and injured) by 40

percent according to a report from

the Dutch Institute for Road Safety

Research. The report points out

Intelligent Speed Assistance as the

most promising new technology in

terms of potential impact on safety.

ALFDEX TAKES OFF

ORDERS FOR THE ALFDEX OIL/MIST SEPARATOR have increased dramatically

since last December. The main impetus for increased production is environmental

legislation that is now taking effect. “In 2005, environmental laws took effect

in Japan. In January

2007, they took effect

in the United States. In

2008 and 2009, they

will take effect in the

EU,” says Mats Ekeroth,

Alfdex president. Recent

Photo iStockphoto

‘‘

In 2005, environmental laws took

effect in Japan. In January 2007,

they took effect in the United States.

In 2008 and 2009, they will take

effect in the eu.

Mats Ekeroth, Alfdex president’’

attention on greenhouse

gases and global

warming has not had an

immediate impact on

business, says Ekeroth.

“Even without the ‘Al Gore effect,’ demand for our separator is up because of

existing laws. Catalytic regulations, for example, are on the rise everywhere.”

But as governments respond to new pressure, they may further tighten environmental

legislation, which may result in additional demand for Alfdex, whose

customers are large truck manufacturers.

www.haldex.com 1/2007 Haldex Dynamix 5


A lift

for quality and logistics

for quality and logistics

Gerd Bär is a man with his own way of doing

things, a fact that has helped drive Gerd Bär

GmbH to the top in the fi eld of a mobile lifting

systems. The company has chosen Haldex as

sole supplier of crucial components.

Text Michael Lawton Photos Thomas Müller

Entrepreneur Gerd Bär is a typical product of the

Swabian region of Germany: He’s a bit stubborn, a

bit conservative, very hardworking and driven. He

started out running his father’s fl our mill. When

he had turned it into a profi table business, he handed it

over to his brother. Following his education, he went to

work for a company that made lifts for the backs of trucks,

and when the management wouldn’t let him get involved

in policy making, he went off and founded his own company,

Gerd Bär GmbH.

Despite the fact that he has now retired from active

involvement in Bär, Gerd Bär is still the spirit behind the

company, which has just celebrated its 25th anniversary.

Rolf Petermann-van den Berg, the company’s commercial

director, says, “We are a very young leadership team, but

we are all deeply infl uenced by [Gerd Bär].” The company

makes the Bär Cargolift mobile lifting system and is the

market leader in Germany, Poland, the Czech Republic and

Russia. �

6 Haldex Dynamix 1/2007 www.haldex.com


‘‘

We also got rid of the need for welding

– first because welders are rare and

expensive

’’

and second because you then

need to treat the joint with new rustproofing.

Gerd Bär

www.haldex.com 1/2007 Haldex Dynamix 7


Bär was the first mobile lifting system producer to offer

aluminum platforms as standard. Bär was also the first

company to offer a two-year guarantee on their steel

parts, when six months was standard.

Gerd Bär himself is known as an innovator in a fairly

conservative environment: “I have made an impression on

the industry,” he says, refl ecting on his career. “Others have

followed me.”

From the start, Bär was the fi rst company to offer aluminum

platforms as standard. “We cost dm 500 [usd 350]

more than the competition’s standard product as a result,”

remembers Gerd Bär, “but we cost dm 1,000 [usd 750] less

than the others with the aluminum platform option.”

FIFTEEN YEARS AGO, Bär started treating its steel parts

with a cathodic dip coating. That meant the company could

offer a two-year guarantee instead of the six-months guarantee

that had been usual until then. The fi rst German

competitor caught up with Bär fi ve years ago, but competitors

in the rest of Europe have just begun to use cathodic

dip coating this year.

8 Haldex Dynamix 1/2007

Haldex has been around

longer and has better

experience with the electrical

side,” says Gerd Bär

about his companys preferred

supplier.

The market is moving

WHEN GERD BÄR, founder of Gerd Bär

GmbH, says that others in the mobile lifting

systems industry have been following his

lead, he’s not just talking about Germany. He’s

had a significant influence on the European

industry as well and especially on European

regulations.

“European regulations have turned out

to be very similar to those in Germany,” he

says. “Other people have been skeptical, but I

always said that we have to end up in Europe

on the German side of center, when it comes

to policy. And indeed, continental Europe is

now much more German than it was.” The

choice of words is significant: Only continental

Europe seems to be moving in the same

Rolf Petermann-van den Berg, Bär GmbH’s

commercial director, notes an increasing

demand for quality mobile lifting systems all

through Europe.

Bär’s latest innovation is the FreeAccess, a folded tailgate

lift that only covers one of the double doors at the back of a

transporter. The advantage is that it doesn’t have to be lowered

when the driver only wants to get in and out of the van.

But when something heavy or awkward has to be unloaded,

the tailgate can be lowered, folded out to the full width of

the vehicle and used as a full-size lift. Petermann explains

that the Bär design allows the FreeAccess to be fi tted in just

four hours. “You don’t have to cut any of the bodywork,”

he says. “You don’t have to do any welding. You don’t even

have to drill any holes because the holes we’ve used are

already in the vehicle. You and I could do it between us

right now.

“This is going to be an important product for us in the

future,” he continues. “We expect to sell 1,000 a year.”

In addition, Bär introduced the idea of selling units that

were already largely constructed. “In the old days you used

direction. The United Kingdom, says Gerd Bär,

has its own tradition, and that has made it

difficult for Bär to get a solid foothold, even

though it has one of its four subsidiaries there.

But the development of European standards

was only an extension of Gerd Bär’s

work on the development of German standards.

Some years back, he was the driving

force behind the formation of the Association

of German Manufacturers of Lifting Equipment,

which is now a Europe-wide organization.

“We needed an organization like that,”

says Gerd Bär now, “so that we could speak

to the vehicle manufacturers on equal terms.”

A major result of the group’s work was the

development of a standard interface between

trucks and lifts so that installing a lift didn’t

mean having to rewire the truck. Now all

that’s required is to fit a plug into a socket.

But each European market has its own

www.haldex.com


to get a kit of parts,” says Gerd Bär. “We also got rid of the

need for welding – fi rst because welders are rare and expensive

and second because you then need to treat the joint

with new rust-proofi ng. All you have to do with our lifts is

drill some holes and screw them on.”

In addition to FreeAccess, Bär has the usual full-width

tailgate lift and a series of lifts that retract underneath the

chassis, so that they don’t interfere when trucks are driven

up to a loading bay or when they are being unloaded by a

forklift truck. Top of the line is the all-hydraulic Hydfalt, a

double-folded lift in which the retracting, folding and lifting

mechanisms are all hydraulically operated. Many of the

products with up to 1.5 tons carrying capacity use Bär’s 2=4

technology, where two cylinders (one for lifting and one for

tilting) replace the usual four, saving cost and weight.

Haldex is the sole supplier of the hydraulic system for

Bär’s products. Gerd Bär says that Haldex is one of only two

characteristics. Rolf Petermann-van den

Berg Gerd, Bär GmbH’s commercial director,

notes that Bär is market leader for lifts on

secondhand trucks in Greece, even though

until recently Bär didn’t have a dealer there.

The trucks with the lifts were being sold from

Germany.

In the UK, column lifts seem to be standard,

and operators are not inclined to fit Bär’s cantilevered

lifts to their new trucks because of

cost. But there is a good market in retrofits,

where price seems not to be such an issue.

In Poland, it is very often the vehicle dealers

who have the main say in which lifts are to be

fitted. Petermann says that causes problems,

since Bär wants to be sure of the quality of

the fitting. So the company has its own teams

do the work, to avoid the risk that a dealer

who is inexperienced will give Bär a bad name.

In the German market, there are three typi-

www.haldex.com

cal scenarios: “The simplest situation for us is

when the vehicle body builder has a couple

of suppliers, and we’re No. 1,” says Petermann.

“Then, when a customer comes, he will be

advised to take our lift.”

But that doesn’t always happen: “Sometimes

the end user will insist on a particular

product,” Petermann says. “That occurs

mostly among the big food retailers or

the vehicle hire companies. Many of

the big companies buy their lifts

directly from us. We deliver them to

the bodywork manufacturer, but the

invoice goes to the end user.”

Increasingly now, however, vehicle

makers are cutting out the vehicle

body builders and offering complete

solutions off the shelf. “That’s changing

the market,” says Petermann.

Bär’s main partners are still the vehicle body

FreeAccess only covers one of the double doors at the

back of a transporter, and doesn’t have to be lowered

when the driver only wants to get in and out of the van.

companies that produce the quality his company needs,

and he adds, “Haldex has been around longer and has better

experience with the electrical side.” Bär has designed its

own compact unit that fi ts neatly into the main supporting

beam, so that it is protected from the elements. Haldex will

make 80 percent of the units, while Bär will make the other

20 percent from Haldex components. “We have about 80

versions of our hydraulic unit,” explains Gerd Bär, “but 20

of them make up 80 percent of our output. So we will make

the other 20 percent. That gives Haldex a good throughput,

and we can do the small jobs.”

BÄR HAS NEVER BEEN the cheapest lift manufacturer,

but Rolf Petermann says you have to see the total picture.

“Our lifts take less time to install, and they probably spend

less time in the workshop afterwards,” he says. “If you’ve


taken that into account, the total cost is equivalent. In

builders, however. Most of its lifts go to small

firms that are best served by local suppliers,

and that means that Bär is not dependent on

any one customer. “If a big customer drops

out, it would hurt,” says Petermann, “but it

wouldn’t break us.” �

Bär sends a specialized

team to help vehicle

dealers ensure the

quality of the lift

fittings.

1/2007 Haldex Dynamix 9


Bär has designed its own compact unit that fits neatly

into the main supporting beam. Haldex will make 80

percent of the units, Bär makes the other 20 percent

from Haldex components.

addition, we offer features as standard that others offer as

extras, such as the plug-and-play electrical interface.”

But high quality is not always rewarded, and Gerd Bär

admits that, in the past, the company tended to suffer from

a problem typically found among medium-sized German

engineering manufacturers: Products are made to please

the engineers and not necessarily the customers. “I’m

a technical man, and I tend sometimes to be a bit of an

extremist, but I’d say you could see a change in ideology

[within Bär] from around 1998, and a change in practice

from around 2002,” he says. 1998 was when Gerd Bär’s

son Tobias began to be involved in the strategy of the company.

He became joint managing director in 2002. “Initially

he was given certain areas of responsibility,” explains

Gerd Bär. “He then extended his range until he took over

everything last year.”

Tobias Bär has helped the company produce products

that are competitive throughout Europe, says his father. In

the past, the company concentrated on the German-speaking

world, but now its Web site is in seven languages. Subsidiaries

in the Czech Republic and Poland have a been a

big success, and the Russian market seems to be booming.

It is planning to increase production from 11,900 units in

10 Haldex Dynamix 1/2007

The plug-and-play electrical interface is offered as

standard.

2006 to 13,800 this year. Petermann says that this is only

partly due to the company’s growth: “We are dependent

also on the level of the economy, and the current growth is

helping us a lot,” he says.

“We orient our work towards the standards of the vehicle

manufacturers,” says Gerd Bär. “We have the same understanding

of logistics and quality as they do. A lift is an integral

part of a vehicle. It may represent a small proportion of

the value, but if it fails, the vehicle can’t be used. We take

that responsibility very seriously.” �

www.haldex.com


AFTER COMPLETING HIS MBA at the University of

Lund, Anders Loggert joined Haldex aged 29, as a fi nancial

controller at sab Automotive and was there for four years

before he switched to sales in 1978. “I got fed up with the

balance sheet,” he smiles. “I wanted to do something else

and I become sales manager for Scandinavia, Eastern

Europe, Benelux and South America as well as handling

inside sales in Landskrona.”

In 1983, he moved to Blue Springs, Missouri, where he

took up the position of general manager. “It was a kind

of start-up position,” Loggert explains. “Production of the

automatic brake adjuster had only just begun in the US

when I moved there, and we were still in the red. The product

hadn’t really been accepted yet so we had to do a real

sales job,” he says. “But by not cutting corners and making

sure the quality of the product was consistent with European

standards, we won through, and other companies

couldn’t compete.”

In 1991, Loggert moved to Berching in Germany to

run Schabmuller GmbH, an electrical dc motor plant

acquired to compliment Haldex’s hydraulic applications.

“This was probably my most challenging and diffi cult time

with the company,” says Loggert. “The deal happened just

months before the turnaround in the Communist bloc

which instantly opened up new competition. We ran into

problems and had to cut staff from 500 to 250”, says Loggert.

“Those were very tough years and I learned a lot but it

wasn’t much fun,” he says, ruefully.

Working in so many different areas, including three

out of Haldex’s four divisions has given Loggert a good

overview of the entire group. But, he says, company operations

were always consistent across the board. “That’s one

of its great strengths,” Loggert opines. “And it means the

quality of our products and our message to customers is

always consistent,” he adds. “Of course, there are variations

depending on local cultures, but we’ve always had good

bosses who put people fi rst.”

Loggert believes that having a strong core product was

one of the drivers to the good relationships within the

company. The automatic brake adjuster was introduced in

1967 and didn’t show black fi gures until 10 years later. But,

says Loggert, the owners had such patience and faith in the

product and the workers that they took the necessary time

to turn it into one of Sweden’s success stories.

By early 1995, Loggert was back in Stockholm and

engaged in Group Business Development, with the main

task of setting up the Group in Asia. That was when the

Korean and Chinese sales offi ces were set up and local

potential customer penetration started. “That was one of

the tasks I most enjoyed,” says Loggert. “I was one of our

fi rst people in China and soon our operations there will

rival Europe,” he adds proudly.

In 1998, Loggert was offered the position of European

sales manager for the Brake Systems division. He moved to

his present position in 2005.

“I’m very lucky to have been able to work all over the

world,” Loggert refl ects. “It has taught me that even if you

don’t speak the same language or if you have a different

skin color, underneath it all, people fundamentally want

the same out of life. And that applies to our customers

too, which has shown me the importance of being consistent.”


Haldex

People

“The quality of our products

is always consistent”

Currently head of sales and marketing for Commercial Vehicle Systems (CVS) based in

Strasbourg, Anders Loggert has had a long and varied career with Haldex. He looks back

at the ups and downs of the past 33 years with the company.

Text Anna MacQueen Photo Alastair Millar

Name: Anders Loggert

Age: 62 years old

Lives: in Alsace, France.

I’m married and we

have one daughter and

two grandchildren.

Working for Haldex for

33 years and married

for 36 – I’m kind of a

boring guy!

Education: I have an

MBA from the University

of Lund. I never really

liked school. Some

people say school was

the best time of their

life but I’ve enjoyed

work more.

Hobbies: I play a little

golf and I like messing

around with cars and

BMWs in particular.

Motto: Never give up!

Historical figure you

most admire: Mikhail

Gorbachev.

What is your one

regret: Giving up my

French lessons!

www.haldex.com 1/2007 Haldex Dynamix 11


Double disc,

double perform

Haldex and SKF from Sweden have jointly developed an advanced wheel end for commercial

vehicles. Its typical features include a fixed caliper brake with two discs and the compact

SKF hub unit. Text Michael Kern Photos Haldex, Gigant

12 Haldex Dynamix 1/2007 www.haldex.com


ance

www.haldex.com

Closing the gap in stopping distance

requires a better bite in truck brakes.

DISC BRAKES have a fairly long history

in cars. But in commercial vehicles,

especially in heavy trucks, this

type of brake has been used only for a

relatively short period of time. That’s

due to the fact that hydraulics are

not really a practical power transmission

medium for the brakes of such

vehicles, which typically weigh about

40 tonnes. And it was not until the

mid 90s that purely pneumatic brakes

reached the level of maturity required

for fi eld operation. Manufacturers Scania

and Mercedes were the pioneers, and it took

about ten more years before the last European

truck builder switched over to disc brakes.

Today the standard both in trucks and trailers

is sliding caliper brakes with one brake disc

each. But there’s still plenty of room for technological

advancement. After all, the wheel ends

have to meet the same expectations as the truck

as a whole. Today, more than ever, the trend is

towards increased effi ciency with reduced weight

and lower costs. Haldex’ Development Engineer

Joakim Gripemark explains what this means

with regard to brake clamping forces – in other

words, the “bite” of the brakes: “We expect that

clamping forces of up to 35 kNm will be required

in future, compared to some 27 kNm today.”

From a technical point of view, it would be no

problem to make today’s sliding caliper brakes

fi t for such fi erce forces. But due to the required

reinforcements, the result would be a roly-poly

that would be diffi cult to incorporate in the available

installation space – especially at the front

axle where space is extremely restricted. So it

was a logical step for Haldex to undertake the

design of a fi xed caliper with dual discs. Thanks

to the fi xed caliper, the entire unit is no wider

than the sliding caliper brakes used today. A support

is not required.

Development began in the year 2000 and

immediately looked very promising. So the idea

started to form in the minds of the engineers

to do it thoroughly and completely to be able to

develop an entire wheel end. At this stage, skf

became involved as an extremely experienced

hub bearing unit manufacturer and contributed

�Expertise

The new fixed caliper dual disc brake reduces

life cycle costs to a considerable extent.

with a tailor-made integrated slim-line hub

unit. Designed for one million kilometres of

maintenance-free operation, it boasts a decisive

advantage: When the discs are worn down, they

can easily be drawn off the axles as soon as the

wheel fl ange has been dismounted and the locking

device opened.

IT’S NOT WITHOUT REASON that skf was

selected as a partner. The company took up

series manufacture of compact truck hub units

in 1990. Having produced more than fi ve million

such units to date, skf is the most experienced

manufacturer worldwide in this fi eld.

But let’s take a detailed look at the so-called

“ModulD” solution developed in cooperation

with Haldex. The hub unit is of extremely slim

design and offers precisely adjusted interplay

between the bearing, grease and seals. It has

been designed for a service life of one million

kilometres. Conception of the unit was assisted

by sophisticated calculation programs that made

it possible to anticipate fi eld conditions at the

laboratory stage. During fi eld tests, the impressive

expected life of one million kilometers was


proven to be achievable.

1/2007 Haldex Dynamix 13


�Expertise

“ From a technical point of view, it would be no problem to make

today’s sliding caliper brakes fit for such fierce forces. But due to the

required reinforcements, the result would be a roly-poly that would

be difficult to incorporate in the available installation space.”

� Five ingeniously positioned springs ensure

that the disc virtually floats on the wheel end.

The technicians used all their wiles when it

came to the attachment of the brake: The disc

is positioned on the toothwork of the integrated

hub, interlocked. Here fi ve ingeniously designed

springs permit lateral displacement, to ensure

wear compensation and clearance. They also

ensure that the contact between hub and disc

does not become too close as to avoid excessive

heat dissipation in the hub: The disc virtually

fl oats on the hub and, as a consequence, noise

development is exemplarily low. The fact that

the thermal stress on the hub is kept as low as

possible is vital for long hub life and at the same

time means less strain on the tyres.

ANOTHER ADVANTAGE of this ensemble is

that the pads can be easily replaced from overhead

without having to dismount the wheel

fl ange or other components.

Both the dual disc and the triple brake pads

are being developed to last some 500,000 kilometres

or more. So the replacement of pads and

discs coincide and, the brake maintenance time

for a trailer is now about six hours.

Fitted with the new hub and offering today’s

usual clamping force, “the skf-Haldex wheel end

weighs about 15 percent less than current conventional

solutions,” emphasizes Andreas Richter,

Vice President Marketing of Haldex Brake

14 Haldex Dynamix 1/2007 www.haldex.com


Products in Landskrona

(Sweden), and adds.

“After all, this is up to 25

kilograms per axle.”

But the new brake

concept offers even

more advantages.

Thanks to its consistent

modular design, the

new wheel end is a model

example of adaptability. This

characteristic permits not only

a wide range of different specifi -

cations but also at the same time,

retrofi t potential. “It is important

that the customer can use the old axle

and its journal,” Matthias J. Haupt, Vice

President Marketing of skf’s Business

Unit Trucks, explains the concept.

The brake itself is extremely versatile too. For

all 22,5” wheels, Haldex uses 21” brakes which

saves more than 75 kilograms per triple-axle suspension.

However, within the Haldex modular

concept, a fi xed caliper brake, with the same pad

and disc replacement intervals, could also be

used for 19,5” wheels. This variant is attractive

� Testing of the disc brake.

� The SKF-Haldex wheel end, combining

the two companies’ experience in disc brake

design and compact truck hub units.

www.haldex.com

for all those who pay special attention to weight:

“Compared to conventional 22.5-inch wheel

ends, it reduces the weight per axle by as much

as 35 kilograms,” Joakim Gripemark, product

development, points out.

But the Haldex-skf system is also suitable for

heavier clamping forces. With more of a solid

design (and thus a bit more weight) and fi tted

with a 22-inch (430 mm) disc, the fi xed calliper

dual disc brake is well prepared for clamping

forces of up to 35 kNm that will undoubtedly be

required some time in the future. “The capacity

of sliding caliper brakes is suffi cient for up to 30

kNm,” Gripemark is convinced, “but if you need

35 kNm, then there’s not enough space available

for sliding caliper brakes.“

FIELD TESTS WITH THE NEW WHEEL end

are in full swing both in Europe and in the

United States, not only in trailers but also in

truck front axles. Here, in particular, such a

space-saving slim design is likely to meet with

high demand, at least when the independent

wheel suspension for the steering axle becomes

involved. “In 2006, we concluded the devel-

The new SKF hub

unit has been

designed for a lifetime

of one million

maintenance-free

kilometres.

opment stage,” Andreas Richter outlines the

history of the new fi xed caliper brake that is

now ready for serial delivery. It is the German

axle manufacturer Gigant who introduced the

brake at the Solutrans trade fair in Lyon in April

2007.�

1/2007 Haldex Dynamix 15


�Features

& Friends

16 Haldex Dynamix 1/2007

Text R.F. Mamoowala

Photo R.F. Mamoowala and INA Agency Press

Indian business

in overdrive

With India making the use of automatic

brake adjusters mandatory for

commercial vehicles, Haldex India is

pushing annual production towards

1 million.

THE MOOD IS UPBEAT at the Lounge of the Leela

Kimpinski Hotel in Bombay, where the Haldex delegation

awaits the arrival of Jay C. Longbottom, executive vice

president of the Haldex Commercial Vehicle Systems (cvs).

Longbottom has fl own in early that morning from the

United States.

The commercial vehicles segment of Haldex India is

about to explode. It grew at 25 percent in 2006, and now,

with India’s Mandatory Automatic Brake Adjusters legislation

going into effect for all commercial vehicles starting

April 1, 2007, the sky’s the limit.

Explaining the importance of this landmark legislation in

road safety, Ganesh R. Pai, coo of Haldex India (a joint venture

of the Anand Group and Haldex formed in 1998), says

the manual adjusters that were previously used required

periodic adjustment of the gap between the brake liner and

the drum and were vulnerable to human error. “Automatic

brake adjusters [abas] take care of this problem,” he says,

“making braking smoother and safer and reducing braking

distance as well as maintenance time and cost.”

Haldex India has already begun supplying self-setting

abas to customers such as Tata Motors and Ashok Leyland.

It started assembling s-abas in India in 2004 and has been

producing from 1,000 to 2,000 pieces a month. With the

new legislation, says Longbottom, who has just joined our

little group for the interview, “We are pushing production

towards a level of 1 million adjustors a year.

“This is an exciting time in the commercial vehicle segment

in India, with expansion in production, a strong economy

and greater focus on safety in commercial vehicles,

an area we are particularly concerned with,” Longbottom

www.haldex.com


Jay Longbottom (left)

and Ganesh Pai enjoy

their close cooperation.

says. He sees a great synergy between the Anand Group,

(“a longstanding, successful group in the automotive and

commercial vehicles segment, and our partner in India”)

and Haldex, with its long tradition in vehicles and vehicle

dynamics. “It’s exciting to work together to bring the best

products to the Indian market,” he says.

Pai is confi dent the new legislation will get maximum

compliance. With Indian traffi c planners working to

improve road safety, commuters demanding more comfort

and safety and keen competition among auto manufacturers

to deliver vehicles of superior quality, vehicle component

manufacturers will have to gear up to keep the supply

chain going and meet the market demand. “We are confi -

dent of doing that,” he says.

Pai comments that Anand is a “professionally run organisation

that highly respects all its collaborators. Haldex is

a globally known brand in the commercial segment, and it

has brought the latest technology to the joint venture.”

In addition to high-quality products, Longbottom says,

Haldex has a long history of safety that drives a very strong

demand for our products. We see this legislation as a landmark

and a strong development for our business. Apart

from India, the Korean, Chinese and European markets

are growing very quickly. This is one of the busiest periods

we’ve had, and all our factories are running at full capacity.”

Pai says the challenge will be maintaining the supply

chain in the coming days. “We are growing at an exponentially

high rate, changing from one product to another very

rapidly,” he says. “But we have a very good cooperation

[with the parent company] – one phone call and an entire

team from Sweden and the us comes here, proving that

India is an important market for them.”

Investments in Haldex’s Indian production are expected

to exceed 3 million us dollars, says Longbottom.

“As the pace of infrastructure and technology development

gathers steam, we’re stepping up production of abas,”

he says. “We have other products too that will contribute

tremendously to vehicle performance, vehicle dynamics

and safety, and we look forward to introducing those on the

Indian market as well.” �

‘‘ ’’

Towards a safer, smoother ride

It’s exciting to work together

to bring the best products to the

Indian market.

The great mix of vehicles on Indian roads — bicycles, motorized two-wheelers,

trucks, vans, buses, cars, hand-pulled carts and commercial three-wheelers

— constantly challenges even the most skilled of drivers. On many busy roads,

the cacophony of sound from racing engines, impatient honking and screeching

brakes can give travelers a splitting headache.

But robust economic development — upward of 9 percent in the first quarter

of 2007 — and cheap bank loans have electrified the automobile industry and

brought new vehicle purchases within the reach of the huge Indian middle class.

Efforts are now focused on widening roads, constructing overpasses, smoothing

traffic flow, controlling emissions and improving road safety. More and more

billboards on road safety line the highways to educate road users on ways to

reduce accidents.

The Mandatory Automatic Brake Adjusters legislation, which makes compulsory

the use of ABAs for commercial vehicles, is one such attempt to ensure

smoother, more efficient and quicker braking. “A lot of things are happening,”

says Magnus Bergström, senior vice president of Haldex’s Commercial Vehicle

Systems Division in Sweden. “India is building a lot of roads, and now there is

this legislation, which I think is very positive for road safety and better traffic

management.”

For Jay Longbottom, executive vice president of the Haldex Commercial

Vehicle Systems (CVS) and a periodic visitor to India, the improvement in India’s

road system is very visible. “The long struggle to upgrade the quality and safety

of components in commercial vehicles is slowly bearing fruit,” he says.

Longbottom also sees the beneficial effects of improved vehicle technology

on the environment. “In our product line we concentrate on noise reduction and

safety,” he says. “Within the Haldex group we have a number of products directly

related to the environment. Haldex is very conscious of environmental and safety

issues.”

www.haldex.com 1/2007 Haldex Dynamix 17


Riding high

on grow

As the Russian and Indian economies

surge forward, they bring into play a new

class of consumers, and global businesses

sense huge opportunities.

Text R.F. Mamoowala

Illustration Ladislav Kosa

Photo INA Agency

18 Haldex Dynamix 1/2007

Prudent macroeconomic management, a windfall

from rising oil prices and strong economic

growth over eight years – 7 percent in 2006 – have

brought Russia back into business.

At the World Economic Forum meeting in Davos, Switzerland,

in January 2007, the Russian delegation reported

that Russia’s gdp would soon overtake that of France.

In the fi rst nine months of 2006, the volume of foreign

investment in Russia increased by 55 percent, compared

with the same period in 2005, according to the annual

Global ceo Survey (of 1,100 ceos from 50 countries)

released by global accountancy fi rm PricewaterhouseCoopers.

“Russia remains the focus of great attention on

the part of investors all over the world,” the survey states.

It says also that for the fi rst time ever, in 2006 Russians

bought more foreign than domestic cars.

With highly valued natural resources, a strengthening

ruble, an educated and skilled workforce and rising wages,

the Russian economic scenario has never looked better.

Financial services, construction, retail and automotive sectors

are all booming.

“Top money spinners include groceries, beer and cars,”

says a recent editorial in The Economist, commenting on

Russia’s “demanding as well as aspirational” consumers.

The editorial points to ikea, which has spent 2.4 billion u.s.

dollars in Russia. It now has eight stores and runs eight

mega-malls.

“Russia has a potential for continued strong economic

growth due to its national resources, especially oil and gas,”

says Lennart Hammargren, Haldex sales manager for Eastern

Europe. The overall gnp growth will boost the infrastructure

sector, particularly road construction, generating

a huge demand for construction vehicles, and increased

trade with Western Europe will boost demand for long-haul

transport trucks and trailers.

As modernization of existing fl eets and improved maintenance

come into play, Hammargren says, “high-quality

products, safety issues and environmental concerns will

have a favourable impact on superior suppliers of vehicles

and components such as Haldex.”

Hammargren explains that historically Russia had

focused on domestic manufacture of all components, but,

he says, “gradually the more modern and successful manufacturers

are concentrating on their strong areas and opting

for partners/suppliers in others.”

IN 1915 GARPHYTTE BRUK – later Haldex – sensed the

potential of the Russian market early, setting up a wire

plant in Yekaterinburg in Central Russia in 1916. Two

years later it was closed because of the Russian revolution,

but Garphytte Bruk continued to serve the Russian market

from various European plants. From the mid 1990s, says

Hammargren, “sales have grown signifi cantly, and we’re

approaching the 15 million euro mark.” In 2006 Haldex

opened a sales offi ce in Moscow.

An important Haldex customer is Kamaz, the largest

Russian heavy truck manufacture. Kamaz makes 50,000

vehicles annually and plans to double this output in a

few years. As the bus and trailer markets grow, there is

www.haldex.com


th


www.haldex.com 1/2007 Haldex Dynamix 19


A modern shopping mall in St Petersburg.

‘‘

20 Haldex Dynamix 1/2007

potential for more business for Haldex, “but, as in most

developing markets, the balancing act between high-quality

products and low prices has to be maintained,” Hammargren

says.

The health of the Indian economy, which in the past

two quarters has seen a gdp growth above 9 percent, was

recently demonstrated by the Forbes 2007 list of billionaires.

This year, with 36 billionaires, India heads the Asian

portion of the list, ending Japan’s reign as Asian country

with the most billionaires.

India’s healthy economy is further refl ected in its vibrant

equity market, a foreign exchange reserve of usd 180 billion

and booming manufacturing and services sectors.

Young Indian professionals with hefty disposable incomes

sport fl ashy cars, snazzy mobile phones and expensive

designer wear.

Indian policymakers maintain that an annual growth

rate of 8.4 percent is sustainable until 2020, and they say

a double-digit growth rate is just around the corner. A key

projection is that India’s gdp will surpass that of the United

States before 2050.

Manufacturing, driven by increased effi ciency of privatesector

fi rms, is partly responsible for this robust growth.

“Restructuring has made India’s private sector leaner, fi tter,

and more productive,” says a Goldman Sachs report,

India’s Rising Growth Potential (Jan. 22, 2007).

As manufacturing gathers pace, the construction and

automotive industries will benefi t. More investment in

highways will, according to the report, “reduce travel times

by half, lower fuel costs and freight delivery times and

enable fi rms to leverage economies of scale, help ease congestion

in cities and attract activity. Most importantly, the

highways will open up … the closed worlds of India’s villages,”

further boosting the economy.

IN ITS ECONOMIC SURVEY 2006–07, the Indian government

calls the auto sector, which has grown at 16 percent

since 2001, a key sector in the economy. “Automobile

exports crossed the usd 1 billion mark in 2003–04 and

increased to usd 2.28 billion in 2005–06,” the paper says,

and urges the auto sector to “keep innovating and upgrading”

to remain globally competitive.

For Haldex India, the environment couldn’t be better,

says coo Ganesh R. Pai. “As the infrastructure sector develops,

the auto industry is registering a good growth rate,”

he says. “The commercial vehicle sector is growing at more

An important Haldex customer is Kamaz, the largest Russian heavy truck manufacture.

Kamaz makes 50,000 vehicles annually and plans to double this output in a few years.

www.haldex.com



This year, with 36 billionaires,

India heads the Asian portion

’’

of the

list, ending Japan’s reign as Asian

country with the most billionaires.

than 20 percent and will continue to remain buoyant.”

Haldex India produces manual brake adjusters for

both the domestic and export markets. As of April

2007 an Indian law makes it mandatory for all

commercial vehicles with air brakes to change from

manual to automatic brake adjusters (abas). “Internationally

Haldex is a major player in supplying

abas,” says Pai. “In India, too, we supply abas

to both Ashok Leyland and Tata Motors. This

product, which we make in India, is technically

sound and requires less maintenance. The new

law will expand the market, and we are gearing

up for much higher numbers with a big expansion

plan.”

Haldex India also makes ConSep (condensercum-separator)

for the domestic auto market, with

buy-back arrangements with Haldex.

According to a recent study done by MasterCard

International, the size of the mass affl uent market

(household income of usd 7,500–50,000) in India

was 5.2 million households in 2005. MasterCard

International’s chief economic adviser, Yuwa Hedrick-Wong,

estimates that this number will double

to 10.5 million households by 2015, with an average

income of usd 11,912. Indians will become avid consumers,

spending a total of 51.3 billion on everything

from shopping to dining and entertainment, travel

and leisure, private health and luxury medicine

and automobiles, pcs, mobile phones and the like.

“Global businesses will ignore the Indian market

only at their peril,” he says. �

5,2 million Indian households can afford a beautifully decorated home.

Risk … and reward

Businesses can win in new markets if they keep one eye

on potential risks, and the other on the unique opportunities

and advantages on offer, says Haldex’s Eastern

Europe Sales Manager Lennart Hammargren. As in any

new markets, there is political risk in Russia, he says,

but as Russia improves its relations with the rest of the

world, this is diminishing. “Also,” he says, “to be successful,

a company’s presence must be established. A large

territory like Russia, with many time zones, requires a

local presence.”

Another challenge is to find the right employees in a

market with high attrition rates. “Haldex typically likes to

develop and educate its employees over a long period,”

he says.

Haldex India’s Ganesh Pai says that while India’s stable

political environment is a huge plus, businesses must

be sensitive to cultural issues. In India, he says, “people

management” is most important. “Trained manpower

availability is excellent,” Pai says, “and India is becoming

the resource country for everybody. Those who can

manage this skilled resource well will be the winners.”

But income inequality and growing rural-urban and

educated-uneducated divides may well cause problems.

Failure to provide a more inclusive growth may result in

social tension and political pressure to slow down the

reform process. “If managed badly, this has the potential

to kill the golden goose of growht,” is the sober warning

in Goldman Sachs’ “India’s Rising Growth Potential’ (Jan.

22, 2007).

www.haldex.com 1/2007 Haldex Dynamix 21


�News

A stronger presence

Improves service for customers in China

Haldex has acquired Runguang Hydraulics, one of the leading suppliers

of hydraulics products to the Chinese construction machinery industry.

A NEWLY FORMED COMPANY,

Haldex Hydraulics (Qingzhou) Co.

Ltd, has taken over the employees

and most of the assets of

Runguang Hydraulics. Haldex

Hydraulics (Qingzhou) will

produce hydraulic pumps,

valves and cylinders, mainly

for use in different types

of construction machinery

such as wheel loaders and

excavators. The company will

have 1,200 employees, with largely vertically

integrated production. The prospects for future

growth are considered to be favorable.

The transaction will enable the Haldex

Group’s hydraulics division to benefi t from Runguang’s

40 years of experience in the Chinese

mobile hydraulics market, and to become one of

the leading suppliers of hydraulic pumps, valves

and cylinders to Chinese construction machinery

manufacturers. The acquisition will also

give Haldex access to the products that are currently

being used in China. As market demand

for improved technical solutions grows, Haldex

will be able to phase in its own technology and

expand in terms of both product line and applications.

The Haldex Hydraulics (Qingzhou) operations

is sited at new plant facilities in Qingzhou, in

the Shandong province. Sales and the recently

launched production of hydraulic power systems

at one of the two new Haldex-owned plants in

Suzhou has been coordinated with the new coowned

company.

“This cooperation with Runguang Hydraulics

will enable Haldex to benefi t from their

stable relations with Chinese customers and

strengthen Haldex’s market position in China.

Because the production base is already in place,

we will also quickly be able to serve our international

customers in the Chinese market,”says

Haldex President and Group ceo Joakim

Olsson. �

22 Haldex Dynamix 1/2007 www.haldex.com

Photo Victor Brott


Just in time

– the Toyota way

�Features

& Friends

Japan’s Toyota created a revolutionary production system based on the elimination of waste. It

changed the face of auto manufacturing — and manufacturing in general, writes Christer Karlsson,

Professor Innovation and Operations Management at Copenhagen Business School.

IN THE AFTERMATH OF WORLD WAR II, Toyoda Eiji, a

nephew of Toyota founder Toyoda Sakichi, traveled to the

United States to study car production at gm, Ford and amc

(American Motor Corporation). In a letter back to his uncle,

he wrote:

“The production system here is incredibly impressive,

but unfortunately impossible for us to do, since we lack

both the raw material and the energy needed for this production

method.”

In response, Taiichi Ohno, a production engineer at

Toyota, developed a system, called the “Toyota Production

System” or simply “Lean Production,” in which the central

idea was that everything being produced had to add value

to the product or to the customer. A process called “waste

elimination” was introduced, where eight different types of

“waste” – muda in Japanese – were identifi ed (see sidebar)

and eliminated.

The strategy was very simple. To begin with, workers

were educated in the production process for nine to 10

weeks (at the Ford factory in the u.s., in contrast, workers

In 1994 Christer Karls-

received one week of training). When the workers had sufson

was appointed

fi cient knowledge of the production process, Ohno asked

Professor in the field of

them to participate in an experiment: If they found them-

Innovation and Operaselves

not adding value to the production, they were to raise

‘‘

tions Management at

their hand. He then focused on eliminating the muda in the

the Stockholm School

area with the largest number of raised hands. Sometime

of Economics. Since

later, the test was performed again, and new bottlenecks

2004 he is Dean CBS

were found and eliminated. The process was repeated a

Executive and Profes-

number of times and eventually a phenomenon appeared,

sor Innovation, Copen-

later referred to as “Continuous Improvement,” where

The production system here

hagen Business School.

everyone involved in production began eliminating mudas

as they appeared.

is incredibly impressive, but unfortu-

The eight types of

One muda to be eliminated was storage and buffers in

muda, sources of

nately impossible for us to do, since

all areas of production. Having reduced these to a minimal

waste, in the produc- level, the concept of “just in time” was created, whereby any we lack

’’

both the raw material and the

tion process:

item at any point in the production process arrived just in

1. Overproduction time – neither too early nor too late.

energy needed for this production

2. Waiting

While the Toyota production system uses a slightly

3. Transportation

method.

larger workforce and more machinery than the traditional

4. Labor

Western model, the emphasis is on throughput: moving

5. Inventory

products through the production chain without mistakes

6. Motion

or defects as quickly as possible. Although the cost for this

7. Defective parts is slightly higher, the overall effect is that the cost for assets

8. System

is kept to a minimum, resulting in a signifi cantly higher

return on capital. �

www.haldex.com 1/2007 Haldex Dynamix 23


On the cutting

“ Our efforts at the Service Centers are focused on the

core principles of the Haldex way: Customer First,

Respect for the Individual and Elimination of Waste.”

24 Haldex Dynamix 1/2007 www.haldex.com


edge of relining

Relining brakes has become a high-tech science at Haldex’s

brake shoe relining plant in Grand Rapids, Michigan. The operation

is geared to and driven by what the customer is ordering.

WALK IN THE MAIN ENTRANCE of the Haldex

brake shoe relining plant in Grand Rapids,

Michigan, turn right past the time clock, walk 50

feet, and you’ll step into the future of the dynamic

brake relining industry. Behind you is the older

portion of the plant, with dim lights, a stained

concrete fl oor and a look that is less than modern.

Ahead is the year-old 6,000-square-foot addition.

Bright and clean, with freshly painted walls, it

has a modern, almost cheery, scrubbed look that

belies the gritty nature of the work done here.

This plant, in the heart of America’s Midwest,

is the model for all 12 of the Haldex Commercial

Vehicle Systems’ Service Centers in North

America. Worn and damaged brake shoes from

big trucks and other heavy-duty vehicles come

into the Service Center, where, using increasingly

sophisticated equipment, employees

refurbish and reline the brake shoe cores, sending

them back out into service. And just as the

brakes are being remanufactured, the Haldex

plants themselves are being reconditioned into

modern, advanced facilities.

Roger See examines each core as he removes them from the paint

line.

www.haldex.com

Text and photos Dwight Cendrowski

“It’s a dynamic industry, and you’ve got to be

nimble,” says Brian Cordle, Haldex sales and

marketing manager. More and more competitors

are springing up worldwide, from Asia to Mexico

to South America. “We’re making sure we do a

good job communicating with our customers,”

he says.

That’s what’s happening at the Grand Rapids

shop. Service manager Chuck Zimmer points

with obvious pride to the bright, new relining

space as he ticks off the reasons Haldex is a

tough competitor: unmatched service and quick

response to customer orders, the most reliable

brake linings (made by Haldex in Prattville, Alabama)

and an unfl agging devotion to quality in

every step of the manufacturing process. As an

example, Zimmer points a basin where newly

processed brake shoe cores are dipped in a paint

and rust inhibitor. To keep the active ingredients

evenly suspended, he says, “the paint is stirred

seven days a week, 24 hours a day, and new paint

is stirred for eight hours before it’s added.”

Haldex has the relining process down to a

�Expertise

science, and newer facilities, streamlined workfl

ow and advanced technologies are kicking the

process into the higher gear demanded by the

increasingly worldwide competition. Helmut

Derra is Haldex’s director of friction remanufacturing

in North America. “Globalization of

the supply chain has made the market much

more competitive in the past couple years,” says

Derra. “Our efforts at the Service Centers are

focused on the core principles of the Haldex way:

Customer First, Respect for the Individual and

Elimination of Waste.” The Grand Rapids plant

showcases that determination.

THE EXTRA OPEN SPACE HERE provides

for the ebb and fl ow of customer orders. When

spring comes to the Midwest and orders spike,

the extra space and capability is there to absorb

the work without a hiccup. “It allows us to run a

smooth fl ow and do the quality checks needed to

ensure that we have top-quality parts going out,”

says Zimmer.

“Quality” is a word that surfaces again and

again. From the beginning to the end of the process,

quality checks are stressed. The operation

is geared to and driven by what the customer is

ordering. On average, more than 10 percent of

brake shoe cores that come in don’t pass muster

and are discarded.

One examples of cutting-edge technology

A special paint with rust inhibitor assures uniform coverage and corrosion

resistance.

1/2007 Haldex Dynamix 25


�Expertise

“ The paint is

stirred seven days

a week, 24 hours a

day, and new paint

is stirred for eight

hours before it’s

added.”

Chuck Zimmer

used by Haldex is the deliner. The computercontrolled

machine uses laser technology to automatically

remove the rivets and old linings in far

less time than older mechanical methods, thereby

increasing effi ciency. And when the brake shoe

core is freshly painted and dried, a new hydraulic

riveter applies high pressure to assure a longlasting,

foolproof adhesion. Attention to detail in

every step of the process focuses on added value.

Says Derra, “Our customers won’t pay for nonvalue

add in our processes.”

There’s no getting around the fact that

machining brake cores in this process can be a

dirty business. But here Haldex has moved to

assure a high-quality outcome by keeping the

plant clean and free of dust. “If you had seen our

shop before, it was dusty and dingy,” says Zimmer.

“So we added a ducting system that goes

to each machine and draws away the dust as it’s

being created. When you’re running a cleaner

environment, the parts you’re sending out are

cleaner.” And that’s better for both plant workers

and customers.

Walk the plant, and you’ll evidence of

improvements everywhere. Bright halogen

lighting gives the area a vibrant, even optimistic

feel – not what you’d normally associate with a

remanufacturing operation. New, easy-to-clean

epoxy fl oors replace the old cement fl ooring that

held dirt. Each work area now also has a vacuum

system to let employees clean their areas and get

to those hard-to-reach places, much like a wholehouse

vacuum system you’d fi nd in newer,

upscale homes. Even what seems like a simple

rearrangement of materials around the riveting

station increases effi ciency, meaning less traveling

for the operator and quicker response

time for urgent orders. Director Helmut

Derra’s goal is for what he calls a

nascar race shop look: “clean, well-lit, almost

a lab environment.

“At the end of the day, we want facilities we

can be proud of,” he says.

Haldex has a 45-person sales force that tends

to customers across North America. Chuck Zimmer

regularly accompanies sales people on client

visits throughout the upper Midwest, troubleshooting

and educating them on methods and

materials. Says Derra, “We’re regarded as being

the top sales force in the industry. We’re not just

taking orders. It’s quality. It’s responsiveness.

It’s delivering performance.” These traits are

necessary to go head-to-head with the competition

in this tough, gritty business. With innovation

in products, processes and facilities, Haldex

is determined to provide relined brakes that lead

the industry in durability and long, worry-free

operation. �

Remanufacturing

start to finish

The Haldex Commercial Vehicle Systems

division provides brake relining services

for vehicles that are class 6 and up. These

are the big rigs of more than 25,000

pounds. All the linings are made by Haldex

to rigid specifications in their plant in Prattville,

Alabama, in the United States. As in

all Haldex’s U.S. plants, the Grand Rapids

facility follows a tried and true workflow.

Worn brake shoes come into the plant and

are immediately inspected to weed out

obviously deformed and defective cores.

They are then run through a high-temperature

washer to remove oil and road residue.

Another inspection includes a test for

“stretch,” or an unacceptable bend in the

radius of the brake shoe. Next comes the

computer-controlled deliner, where rivets

and old linings are removed. Then there is

one more inspection before going into the

blaster, where tiny steel shot pellets scrub

the metal. Near the end of the process, the

cores are immersed in a specially formulated

paint and run through an oven to dry.

Finally, friction material (of the customer’s

choosing) is securely riveted to the core,

using a new, precision hydraulic riveting

machine. It is inspected once again before

boxing and shipping. Haldex has the flexibility

to handle orders of less than 100 or

more than 1,000.

26 Haldex Dynamix 1/2007 www.haldex.com


With an eye for detail, Mike

Westra loads a brake shoe

into the deliner machine.

www.haldex.com

Dale Systma is confident

that the parts he rivets are

of top quality.

Left to right; Chuck Zimmer,

Scott Busbee, Roger See,

Mike Westra, Dale Systma

and John Trestrail make up

more than 60 years of relining

experience.

1/2007 Haldex Dynamix 27


Intelligence for All Wheel Drive

www.haldex-traction.com

Hooray! Your file is uploaded and ready to be published.

Saved successfully!

Ooh no, something went wrong!