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SAC Trucks Recycle to Good as New
Volvo, Scania, Mercedes-Benz, MAN and DAF TrucksSpecialists
Not only does SAC Trucks stock a massive range of new alternative spare parts for Volvo, Scania, Mercedes-Benz, MAN and DAF trucks, we also recycle a host of key components to “as good as new” specifications directly on our own premises.
And as a result of our commitment to minimising down-time we offer off the shelf, recycled major and minor components at affordable prices that come with our very own guarantee.
These components, which are subject to our very strict quality control standards and practices, are available at a fraction of the cost of similar new components.
Then you have our attention to detail that speaks for itself, as you can use our recycled parts to revamp your truck or fleet of trucks to similar standards to that of when your trucks were new.
We recycle many components that may not be illustrated here for the inside cab area like seats, instrument clusters, controls etc.
Permanent dialogue with our customers, suppliers and production departments ensure that SAC Trucks remains the leader in providing a parts supply to the South African Trucking industry as never seen before.
• GEARBOXES
We cover most of the Volvo, Scania, Mercedes-Benz, MAN and DAF trucks range as far as the different types of gearboxes is concerned, and for a quick turnaround, exchange units are readily available off the shelf.
How it works is that you bring your gearbox into our shop, the salesmen then opens a job card. From there your gearbox goes to the recycle section to be stripped and quoted on.
Once stripped a standard parts list is used to indicate which parts will be reused, which parts we would be able to recycle and then which parts that should be replaced with new parts.
If you are happy with the quote we can either repair your existing gearbox or supply an already recycled exchange unit.
As to be expected, all our gearboxes carry a six month warranty.
 
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You can either bring in your injectors directly to us or the injectors can be removed and replaced in our workshop. Then via the job card, the injectors are handed to a technician in the pump room.
Technicians will then first clean the outer body of the injectors and do a visual inspection of the injector body. It then goes to the test bench where the injectors will be run on a Dizotester to check if the fuelling is within spec.
This is all noted on a standard spec sheet, because if the fuelling is too high it will cause your truck to smoke and if it is too low you could have a hard starting problem with your truck.
After this test has been performed the injector body is stripped and the injector tip is removed. The technician will then test the spray pattern of the tip as well as the optimisation of the tip on the pop tester.
You are then informed about the health of the injector and we will recommend if the injectors can be re-fitted or if they need to be replaced. If the injectors need to be replaced, an exchange set will be available in order to avoid down time for you.
The old core injector bodies will then later be built so they can be put back into stock to be used by the next customer.
 
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Our involvement over the years with intercoolers for light commercial vehicles was and still is a big part of our business. We manufacture and sell almost 100 intercoolers every month and have expanded our range to such an extent that there isn’t a bakkie that we can’t offer a product for.
Naturally our expertise in this field does not go unused in the trucking industry. The intercoolers used on trucks are similar but only much bigger to that of a bakkie.
Replacing a damaged cooler is very costly, so needless to say we would always try to repair a intercooler to the same specification as a new one if possible, but should this not be possible, then we can offer you an internationally sourced brand new alternative unit at a substantial saving or perhaps even be able to source you a good quality recycled unit from our substantial on-site parts holding.
Intercoolers are re-cored in house in our own boiler shop with a qualified aluminium welder. The cores for the intercooler are sourced internationally. We use your old tanks and then weld in a new core which is afterwards pressure tested to make sure that there are no leaks and that it will meet original manufacturers standards.
On a completely different note, we also manufacture performance and replacement intercoolers for cars and bakkies. They can be custom built for the specific vehicle or we can use your original coolers spec and make you an exact replacement.
 
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Cab rams of the Volvo, Scania, Mercedes-Benz, MAN and DAF trucks range are reconditioned in our engineering shop. Most customers think that this only involves the fitting of new seals, when in actual fact it is much more than that.
An expert and a person with a well trained eye will see abnormal defects on the chroming of the inner shaft, which in turn will influence the operation of the ram.
Most transporters will tell you how frustrating it can be when you want to service a truck in your workshop or even worse, do a roadside repair and the cab fails to open due to a faulty cab ram.
By replacing the ram with an exchange unit as soon as it begins to open slowly or dropping while open during repair times can save you a whole lot of frustration.
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Cab jack pumps are just as important to service as the cab ram because the same frustrations will be faced.
The most common problem is caused when the technician who is opening the cab notices that because of bypass somewhere in the hydraulic system the fluid that is held in the tank is not enough to open the cab.
He then adds some fluid and when the cab is lowered again there is too much fluid and the cab jack pump bursts.
Exchange units are available so that you can avoid the costly replacement of the complete hydraulic pump and / or the addition of the repair cost of the tank that has to be now welded.
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To recon a v-stay or as some would call it the wishbone of the diff is not just a simple “fit a new kit” repair. Because of the normal wear and tear the housing is basically grinded oval by the round ball.
So to fit a new kit will mean that the new round ball would be working in an oval housing.
The life span of this new kit that is fitted would not even be three months.
In our engineering shop the v-stay would be completely stripped and the housing will be welded up and heat treated so that it can go onto a CNC machine. There it gets machined back to a round housing.
A new kit is then fitted and is ready to go for at least 12 months on any sort of terrain.
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The cylinder head and related parts are the areas on an engine subjected to the most abuse and extreme temperatures.
When we recycle cylinder heads we literally replace everything on the head.
Only the casting and unworn parts are re-used, and then only if they pass our quality checks.
Some of the horsepower of a truck is often lost due to the inadequate sealing of valves and improper valve train operation. We replace all the valve guides, seals, cotters etc.
A cylinder head fresh off our recycling production line will only go onto the “for sale” shelf if it is 100% right.
All the components that are replaced are done so with only the best quality available parts and material to ensure maximum ongoing mileage after renewal.
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Truck ECU’s are mostly sent in by customers with their own diagnosis of the problem on the ECU.
We then test the ECU to confirm the problem. The ECU is then sent away for repair and on arrival again the ECU is then installed in a truck and the truck is tested on our dyna. By doing this we are also checking that the horsepower and torque delivered is within the recommended spec.
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Some earlier clusters are repaired in house in our engineering shop.
The cluster is tested with a simulator to see the relevant faults on the cluster.
Then it is stripped and cleaned so that a quotation can be prepared. Once agreed, the cluster is repaired and again tested with the simulator before supplied back to you.
You can then go and fit the cluster in the truck and bring the truck back to us so that an exact calibration of the road speed versus distance travelled can be re-calibrated for your specific truck.
Newer clusters can also be brought in so that we can test the unit and record all the faults that we find on the unit.
The unit is then sent away to be repaired. When the unit is returned it gets tested in a truck to make sure that all is in good working order and only then is it ready for you to collect.
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Clutch forks are recycled with new pins and rollers as well as a new servo pin bush. The clutch forks are also checked for straightness and release bearing clearances is also checked to be within spec.
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Boogi pots are re-sleeved and fitted with standard boogi bushes from our overseas part supplier partner, DT Spare Parts.
Recycled boogi shaft brackets are also available which are fitted with new boogi shafts.
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Oil coolers are cleaned using a vibration and pulse washer, and after it is cleaned we then pressure test the oil cooler to make sure that there will be no mixing of oil and water again.
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