Please read the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies. It details the recommended maintenance and service for all ConMet wheel ends, including pre-trip inspections, post-trip inspections, and preventative maintenance. 

Yes. PreSet and PreSet Plus hubs are fully serviceable and rebuildable. We also strongly recommend assessing the benefits of replacing the entire hub when service is required. View the reasons why you should replace your hub on our Aftermarket page.

The PreSet spacer is a critical component to the hub design and is needed for PreSet technology to function. The spacer is required to properly space the bearings of a PreSet hub. It is clamped between the two bearing cones with a high spindle nut torque. Using a PreSet or PreSet Plus hub without a PreSet bearing spacer will also render the warranty invalid. Visit the PreSet Plus page for more detailed information about the spacer and PreSet technology.

Not necessarily. There are some other manufacturers that make or have made aluminum hubs. Check for a ConMet logo cast into the hub, or verify the part numbers stamped or cast into the hub using the ConMet App or by reaching out to your local Customer Service representative on our Contact Us page.

Yes. Single wheels impose different loading conditions on the hub, bearings, and axles when compared to dual wheels. As a result, the hub load ratings change according to wheel offset. For detailed information, please refer to the Technology Bulletin on “Wheel End Load Ratings for Hubs Used in Single Wheel Applications.”

 For ConMet wheel ends, refer to the Lubrication chapter of the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies. Oil fill volumes for steer and trailer assemblies are dependent on hubcap and spindle dimensions and are shown on the hubcap sight window. For non-ConMet wheel ends, consult your trailer or tractor OEM. 

Please use the ConMet App online or download the app to easily find the correct replacement ConMet products (North America specific) or please call your local Customer Service representative as found on our Contact Us page.

For best performance, ConMet recommends the use of the PreSet Plus spindle nut. However, PreSet hubs do accommodate one-piece spindle nut systems and double nut (jam) systems. ConMet does not recommend a one-piece “castellated” type nut system for use with PreSet hubs. For instructions on proper spindle nut installation, please refer to the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies.

No. ConMet PreSet rebuild kits and PreSet Plus spindle nuts should only be used with ConMet PreSet hubs. Only ConMet PreSet hubs are designed to utilize these components and function properly. Use of the kit components or spindle nut in hubs other than ConMet PreSet or PreSet Plus could result in wheel end failure and/or vehicle damage.

All ConMet hub warranties can be located by hub type on our Resources page.

Some drag is normal for a new seal, but excessive drag or roughness may indicate excessive bearing preload which could result in premature seal failure. An incorrect combination of parts or the use of one or more non-PreSet parts may cause this condition. Please refer to the installation and service instructions in the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies.

It is also possible that a build-up of rust or debris on the spindle, specifically on the seal journal, is causing excessive seal drag. Detailed instructions on how to prepare and clean the spindle before seal and hub installation can also be found in the ConMet Service Manual.

Yes, according to the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies you may convert a hub, but you need to be very vigilant about stud length, drum pilot diameter, and the cap nuts used. For specific instructions and further details, please refer to the Brake and Wheel Installation chapter in the Service Manual.

Detailed instructions and tips for removal can be found in the ConMet Service Manual for Steer, Drive, and Trailer Hub Assemblies and also the Service Bulletin entitled “Removing Frozen Hubs from the Spindle.”
Aside from outside contamination, this is normal fretting corrosion and is related to the small movements of the bearing against the spindle in service. The effect of fretting can be greatly reduced by applying a coating of grade 2 grease to the spindle bearing journals before installing the hub. In severe cases, the bearing cones will adhere to the spindle and require a special tool to remove the hub.
The spindle can be reconditioned with emery cloth or a fine sand paper to remove the excess rust before installing the hub. Consult your tractor or trailer OEM, or the axle manufacturer in cases of severe spindle damage.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Lorem Ipsum is simply dummy text of the printing and typesetting industry. Lorem Ipsum has been the industry’s standard dummy text ever since.

Cast aluminum and cast iron

Our castings are primarily manufactured in ConMet-owned and ConMet-operated facilities in both China and North America.

As early in the process as possible! ConMet is staffed to support you as early as design and throughout the product lifecycle process. For example, our team of experts can help coach you on design for manufacturability (DFM) and design rules. If interested, please send our castings team a message by using the contact form on our Contact Us page.

ConMet utilizes a variety of molding techniques where selection is based on component complexity and size. ConMet is an expert in selecting the appropriate process for your project. For castings questions, send our castings team a message by using the contact form on our Contact Us page.

ConMet works with industry leading suppliers utilizing a broad range of materials suited for the commercial vehicle industry. These range from commodity grade materials, such as ABS and Polypropolene, to engineering and paintable grade, as well as structural alloys including PC/PBT, PA/PPS, and more. Our expert engineers have many years of experience working with our customers to recommend materials that will perform best for specific applications. 

All ConMet plastics are manufactured in ConMet-owned and ConMet-operated facilities across North America.

Yes! ConMet is committed to supplying unique, eco-friendly options for our customers and we are continuously innovating ways to increase the sustainability of our materials.

ConMet molding processes include injection molding, structural foam, counter-pressure, gas-assist molding, in-mold decoration, thermoforming, and skin and foam reaction injection molding. Because we develop custom molded components, ConMet plastics accentuate a vehicle’s design. The flexibility of plastic offers finished surfaces from textured to soft touch and custom decorated, to wood grain, hydrographics, and a fully automated paint finishing line allows us to exactly match custom colors. All of these resources are geared to provide our customers with the highest quality plastic components in the industry. 

As early in the process as possible! ConMet is staffed to support you as early as design and throughout the development process. For example, our team of experts can help coach you on design for manufacturability and design rules. If interested, please send our plastics team a message by using the contact form on our Contact Us page. 

Yes! The system is available from Carrier Transicold, as a component of the Vector eCool™ system. Fleets can purchase now through Carrier’s dealer network, which includes over 200 locations in North America.

The axle is outfit with PreSet Plus eHub technology at each wheel end, capable of generating up to 160 kW peak power. The battery capacity of 45kWh will be replenished by the in-wheel generation as needed. Several large fleets are actively making normal deliveries in trailers equipped with the system and are consistently able to maintain 100% electric TRU mode. These fleets operate a range of different routes, from 1500-mile trips with 2 stops to 120–mile trips with 10 stops.

The system uses a liquid heating and cooling system with a water-glycol solution to keep the eHub™ motors and battery cells at the right operating temperature during use.

The Nmotion TR 160-45 functions as a regenerative power source for the TRU, providing power through the shore power input on an eTRU. Due to the value of the goods transported in refrigerated trailers, such as food and pharmaceuticals, fleets have the choice at installation to preserve a diesel fuel tank and diesel-powered TRU as a fail-safe for this concern. ConMet does not provide any diesel technology nor fuel tank.

ConMet manufactures the system at their U.S. facilities. ConMet has received numerous awards from Truck and trailer OEMs for the quality of its products.

The system itself weighs approximately 2,000 pounds. After subtracting the weight of a full diesel fuel tank as well as a TRU generator, we have found that our system is approaching a net zero weight gain if those items were to be removed. For most customers in grocery and foodservice delivery, it is likely you will cube out before this added weight would become an issue.

Yes, the system can accommodate trailer skirts.

To best run the system, it is important to pre-charge the battery from the grid. For this, the Nmotion system uses a shore power 480V 3–phase and 30A input, already available at many distribution centers. If power is not available at the dock or in the yard, the Nmotion system will be able to generate power while on the road to replace the missing grid power, thus providing customers with a flexible power product as they are building up their infrastructure at their facilities.  

Yes, the ConMet power source is eligible for certain grants, such as with EPA’s DERA Replacement program that can cover up to 25% of the full trailer and system costs.

Routine pre-trip checks for any signs of damage or early wear. Coolant fluid change and regular intervals. Otherwise, there is not any additional maintenance needed. The system is modular, so you can perform normal wheel end, brake and tire maintenance without needing high-volt experience or expertise. The regenerative braking process also reduces the use of friction brakes, extending friction surface life.

The system components are pretested as a kit at ConMet’s factory before shipping. Dealer’s will then be responsible for the final outfitting to a trailer. To facilitate this work, ConMet works upfront with trailer OEM partners so that the trailer can be pre-ordered from the factory with ConMet’s required options for easy installation.

TruckWings automatically deploy at highway speed to close the gap between tractor and trailer, causing air speed to drop and reduce downstream turbulence. An increase in back-of-cab pressure reduces overall drag on the tractor-trailer – especially in high crosswind environments, resulting in an improvement in fuel efficiency and a decrease in carbon emissions.

ConMet TruckWings provides performance reports and operational uptime monitoring pulled directly from the truck, sent to the cloud, and delivered to the fleet for review and analysis.

The average system weight is 240 lbs.

TruckWings can be shipped fully assembled – only requiring adapter brackets to be riveted to the cab before lifting the entire system onto the brackets. The total install by the modification center or dealership typically takes less than two hours from start to finish.

No, TruckWings are fully automated in deployment and retraction – zero action from the driver is necessary to realize fuel savings on every trip.

The majority of class 8 tractors with full aerodynamic fairing packages and horizontal exhausts from Kenworth, Freightliner, International, Volvo, Peterbilt and Mack are supported.

TruckWings are powered using the truck’s own secondary compressed air system to drive three pneumatic cylinders controlled by a central directional valve.

The TruckWings controller installed on the truck CAN data link provides real-time speed information to determine if the truck is at highway speeds and safe to deploy. A smart distance sensor scans the area behind TruckWings to ensure adequate clearance exists to deploy safely.

The panels are made from glass-reinforced polypropylene. This material is widely used in the industry inside trailer bodies and other aerodynamic technologies due to its light weight and durability. The frame is made of 5052 aerospace-grade aluminum that is fastened together using Grade 8 corrosion-resistant bolts. It is fastened to the back of the cab with high-strength aluminum rivets used in shipbuilding, trucks and passenger buses, and trailers.

TruckWings have been road-tested by fleets over 700 million miles across Canada and the United States in multiple winters of snow, wind, and ice. We apply the same corrosion-resistant zinc-aluminum plating used in truck undercarriages on all fasteners. The ISO 15552 rated actuators are capable of performing to -30ºF and resist all wind loads within the safe operating limits of the tractor. They have undergone 10-year accelerated life testing to ensure operation over the life of the product.