146 Products
APEC TRUCK Car Parts
APEC TRUCK is the commercial-vehicle range within Apec's braking portfolio. This collection centres on heavy truck and trailer systems: brake discs are the largest family, followed by disc-pad sets and drums. It also includes pad-wear contacts, automatic slack adjusters, service and spring-brake chambers, ABS rings and sensors, kingpin wheel sets, coiled electrical cables and related brake hardware.
Identify commercial braking parts from the chassis and axle installation, not the tractor registration alone. Record the vehicle or trailer VIN, axle plate, brake make and model, disc or drum dimensions and the old APEC TRUCK reference where reliable. Disc data can vary in outside diameter, thickness, overall height, centring diameter, bolt circle, hole arrangement, ventilation and whether a hub, studs or ABS ring is included. A shared 430 mm diameter does not make two discs interchangeable.
Slack adjusters require spline, lever length, angle, handedness, brake or axle application and automatic-setting design to correspond. Brake chambers must match service or spring type, chamber size, stroke, pushrod, mounting centres and port orientation. Spring-brake units contain dangerous stored energy and are not general bench-service items. Air pressure must be controlled using the prescribed procedure, and the vehicle or trailer needs secure mechanical support before access.
Inspect the whole brake assembly during replacement. Uneven pad or lining wear may indicate caliper, actuation, bearing, drum or adjustment faults. Check disc condition across the axle, wear-lead routing, ABS-ring tooth condition and sensor clearance, then use current torque, adjustment and bedding instructions. Record chamber stroke, friction measurements and any diagnostic findings before dismantling so the repair has a clear baseline. Commercial operators require planned safety inspections and recorded brake-performance evidence; passing the annual test does not replace that maintenance system. A competent technician should confirm leak-free operation, balanced actuation and measured braking performance before release. Relevant APEC TRUCK products are listed below.
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APEC TRUCK braking and axle-system parts
APEC TRUCK is Apec Automotive's dedicated commercial braking range. Its official product material covers truck pads, discs, drums, slack adjusters, ABS sensors, wear leads and caliper repair products. The collection represented here adds the detail workshops need to navigate those categories: numerous disc geometries, pad and drum references, brake chambers, ABS rings, kingpin sets and coiled vehicle-to-trailer cables.
Heavy-vehicle identification is installation-specific. A tractor model may have several axle and brake options, while a trailer is usually defined by its own VIN and running gear rather than the towing unit. Confirm every part at axle level, and retain the dimensional and reference evidence used for the decision in the maintenance record.
Range and critical identifiers
| Product family | Role | Essential identification | System check |
|---|---|---|---|
| Brake disc | Rotating friction surface for disc brake | Diameter, thickness, height, centre bore, bolt circle, holes, ventilation and inclusions | Hub run-out, caliper movement, pads and axle balance |
| Disc-pad set | Applies friction against the disc | Brake installation, shape, dimensions, axle rating, wear provision and contents | Caliper, sliders, disc limits and wear pattern |
| Brake drum | Friction surface for internally expanding shoes | Diameter, width, hub arrangement, bolt pattern and axle application | Shoes, springs, expander, cam, seals and bearing |
| Slack adjuster | Transmits chamber movement and maintains running clearance | Spline, arm length, angle, handedness, control arrangement and axle brake | Camshaft, bushes, chamber stroke, anchor and lining clearance |
| Brake chamber | Converts air pressure into mechanical brake force | Service/spring design, type size, stroke, pushrod, bracket and ports | Air supply, hoses, mounting, stroke and leakage |
| ABS or wear component | Provides wheel-speed or lining-condition information | Ring teeth, diameter, sensor type, cable length, connector and location | End float, gap, wiring, diagnostic signal and warning status |
Disc, pad and drum matching
The product evidence illustrates substantial disc variation. Examples include internally and externally vented or solid designs, diameters from 330 mm to more than 430 mm, different overall heights and centring diameters, 10- and 12-hole arrangements, and versions supplied with an ABS ring but without a hub or wheel studs. Dimensions must be treated as a set. Selecting by outside diameter and nominal thickness alone can leave the friction faces in the wrong lateral position.
Measure a removed disc using clean reference surfaces and account for wear. Compare the specified new thickness, not the worn value. Confirm whether overall height is taken over the same features and whether the product includes a hub, flange or pulse ring. Inspect hub mating surfaces and check run-out using the vehicle or brake-system method; trapped corrosion can produce pedal pulsation even with a dimensionally correct disc.
APEC TRUCK's official page states that its truck discs use GG20 cast iron and precision machining. Material identity does not remove the need for application checks or correct handling. Keep friction surfaces free of oil, protect the disc from impact and follow the declared cleaning or coating instructions before assembly.
Pad shape needs the exact caliper installation and axle application. Note whether wear contacts are integral, separate or absent, and whether the set contains enough material for one axle or another defined installation. Compare old and new backing plates, location lugs, spring details and chamfers. Directional or inner/outer pads must occupy their marked positions.
For drums, record internal diameter, braking-surface width, total height, centre bore and wheel or hub details. Inspect shoes for contamination and heat damage and check return springs, rollers, anchor points and cam surfaces. A new drum cannot correct seized actuation or an oil seal leaking onto the lining.
Reading brake wear patterns
| Observation | Possible meaning | Action before assembly |
|---|---|---|
| One pad much thinner than its partner | Restricted caliper movement, piston or hardware fault | Measure and restore caliper operation; inspect disc faces |
| One wheel differs from the same axle | Actuation, adjustment, air supply or contamination imbalance | Compare chamber stroke and complete brake mechanism |
| Disc has local heat marking | Drag, uneven contact or thermal overload | Check hub, caliper, bearing, control and operating history |
| Drum lining is oil-soaked | Hub or axle seal leakage | Rectify source and renew affected friction material as required |
| Wear lead damaged before pad limit | Incorrect route, clip or connector strain | Reproduce protected routing and verify electrical continuity |
| ABS ring has isolated tooth damage | Potential irregular wheel-speed signal | Inspect ring, sensor, end float and live data before replacement decision |
Automatic slack adjusters
A slack adjuster connects the brake chamber pushrod to the foundation-brake camshaft. Its geometry converts chamber stroke into cam rotation, while an automatic mechanism maintains the designed clearance as linings wear. Spline count and diameter, lever length, offset, angle and control-arm arrangement must all correspond. A unit that slides onto the shaft may still provide the wrong movement.
Official APEC TRUCK information states that its slack-adjuster range is tested to SAE J1462. That supported range statement should not be mistaken for application confirmation. Use the exact APEC TRUCK reference and the axle or brake system's installation instructions. Do not manually reset an automatic adjuster as a routine cure for excess stroke; repeated need for adjustment indicates a setup, wear or mechanism problem that requires investigation.
Before removal, chock and support the vehicle, release or contain brake-system energy by the approved method and mark the old lever relationship only as a diagnostic reference. Inspect camshaft splines, bushes, seals, chamber bracket, clevis and anchor point. Fit the locking device, set initial clearance and exercise the brake according to the system procedure. Measure pushrod travel and compare brakes across the axle.
The current DVSA HGV inspection manual requires slack adjuster fastening and locking to be secure and treats abnormal movement or incorrect adjustment as deficiencies. Annual-test limits are not workshop assembly tolerances; follow the manufacturer data to achieve correct operation rather than aiming merely to remain below a rejection threshold.
Brake chambers and stored energy
Service chambers apply the brake when air pressure acts on a diaphragm. Spring-brake chambers add a powerful mechanical spring, commonly used for parking and emergency function. Type markings such as T16, T20 or T24 describe chamber sizing, while combination units can show two sizes. Size alone is insufficient: stroke version, pushrod, port position, mounting centres and installed clearance also matter.
A spring chamber can remain dangerous when removed because its spring is mechanically stored. Do not split, cut or dismantle it unless the unit is specifically serviceable and the technician is trained with the proper containment procedure. Caging, where supported, is a defined operation using the correct tool and instructions; it is not permission to improvise disassembly.
Inspect hoses for chafing, fittings for leaks, brackets for cracks and clevis pins for wear. Align ports without twisting the hose and ensure the body clears chassis and suspension throughout movement. After installation, build pressure, listen and test for leakage, confirm warning operation, measure stroke and verify parking and service functions. Any imbalance must be resolved before relying on a performance test to average it away.
ABS rings, sensors and wear contacts
The collection contains ABS rings described by tooth count and application, as well as brake-pad wear contacts. Ring tooth count, diameter, mounting surface and relationship to the sensor are all critical. Corrosion beneath a pressed ring can distort or split it, while bearing end float can vary the air gap. Clean the mounting area and fit without striking the teeth.
A wheel-speed fault code does not automatically identify the sensor. Inspect the ring around its full circumference, sensor face, connector, cable route, power or resistance data where applicable, and live wheel-speed comparison. A ring with the wrong tooth count can generate plausible but incorrect speed information. Keep leads away from rotating parts and preserve the designed movement loop at steering or suspension points.
Pad-wear contacts may be sacrificial or reusable according to design and condition. Match connector, length and axle position. Secure every clip so heat and vibration cannot move the lead onto the disc. After replacement, confirm dashboard status and use the prescribed reset or diagnostic process if the vehicle requires one.
Kingpin sets and coiled electrical cables
Kingpin wheel sets require axle identification, pin dimensions, bush and bearing arrangement, thrust components and any reaming or alignment process specified by the axle maker. Measure wear before ordering and inspect the beam eyes and steering knuckle for damage. Supporting a heavy axle and hub assembly requires rated handling equipment. After repair, verify end float, free steering movement, lubrication, locking devices and wheel alignment.
Coiled cables between vehicle and trailer are selected by connector standard, number of conductors or pins, voltage, function and usable extension. A coil that is too short will be pulled at articulation; one routed badly can drag on the road or foul the coupling. Inspect sockets, strain relief and pin condition on both ends before blaming the cable, then check lighting, ABS or auxiliary functions appropriate to that circuit.
Controlled commercial-vehicle brake work
| Control point | Evidence to retain | Purpose |
|---|---|---|
| Identification | Vehicle/trailer VIN, axle and brake data, reference and dimensions | Shows why the replacement was selected |
| Defect assessment | Driver report, wear readings, chamber strokes, diagnostic data and photographs | Defines the fault rather than starting with a part |
| Assembly | Parts renewed, torque, adjustment, clearance and fluid or pressure work | Provides traceable repair control |
| Functional inspection | Leak result, warning status, wheel rotation, actuation and temperatures where relevant | Confirms basic system behaviour before road use |
| Performance evidence | Roller-brake, decelerometer or supported monitoring record as applicable | Demonstrates actual braking result for the maintenance system |
DVSA's roadworthiness guide requires commercial operators to maintain every braking component in good and efficient working order and properly adjusted. It also expects safety inspections and braking-performance evidence within the operator's maintenance system. Where braking problems have occurred, the current guidance calls for a laden roller-brake test to confirm satisfactory performance before the vehicle is considered roadworthy, with results retained.
The annual test uses published minimum standards but cannot replace planned inspections, driver defect reporting or repair quality control. The workshop must understand the test result, rectify causes and document the outcome. A newly fitted APEC TRUCK part is one input; balanced and measured system performance is the required result.
Frequent commercial brake errors
- Using tractor details to identify a component fitted to a separate trailer axle.
- Matching a brake disc by diameter while ignoring height, bore and hole geometry.
- Assuming pads with a similar outline have the same caliper or axle duty.
- Fitting a slack adjuster by spline alone without checking lever geometry and control arm.
- Confusing standard and long-stroke chamber versions of the same nominal type.
- Working on a spring-brake unit without controlling its stored mechanical energy.
- Replacing an ABS sensor before inspecting ring teeth, air gap and bearing movement.
- Returning a vehicle after static checks without the required brake-performance evidence.
APEC TRUCK questions and answers
Q: Is APEC TRUCK intended for passenger-car braking?
A: This range is presented for commercial truck and trailer braking; use axle and chassis application data for every selection.
Q: Can two discs of the same outside diameter be substituted?
A: No. Thickness, height, bore, bolt circle, holes, ventilation and included hub or ABS features can all differ.
Q: How should a trailer brake part be identified?
A: Record the trailer VIN, axle plate, brake installation, dimensions and reliable removed reference rather than using towing-unit data.
Q: Are pads supplied with wear leads?
A: Contents vary by reference, so check whether the contact is integral, separately included or ordered as another item.
Q: What specifies an automatic slack adjuster?
A: Match spline, lever length, angle, offset, handedness, control arrangement and exact axle brake application.
Q: Should an automatic adjuster be repeatedly set by hand?
A: No. Recurring excess travel points to setup, wear or mechanism trouble that needs diagnosis and correction.
Q: Is a T24 brake chamber identified completely by that marking?
A: Chamber type must be combined with stroke, pushrod, mounting, ports and service or spring configuration.
Q: Can a spring-brake chamber be dismantled after air is exhausted?
A: It may retain powerful spring energy; only trained personnel using the approved containment procedure should handle serviceable units.
Q: Does an ABS code prove the wheel sensor is defective?
A: No. Ring damage, air gap, bearing play, wiring and connectors can create related faults and need systematic checks.
Q: Why does ABS-ring tooth count matter?
A: The control system derives wheel speed from the pulse pattern, so an incorrect ring can provide misleading information.
Q: Does an annual test pass replace regular brake inspections?
A: Commercial operators still need planned safety inspections, defect control and recorded performance assessment under DVSA guidance.
Q: When can a repaired truck or trailer return to service?
A: After secure assembly, correct adjustment, leak and warning checks, balanced operation and the required documented performance evidence.