21 After a bumper 2024 event, which saw more than 10,000 visitors attend, a 24 per cent increase from the previous year, the Road Transport Expo is back on the 24th to the 26th of June at the NAEC in Stoneleigh.
AXLES & SUSPENSION
26 A deep dive into everything to do with air springs from suspension specialists febi.
Last month, the government introduced a series of changes to its Zero Emission Vehicle mandate in an effort to support the automotive industry through ongoing challenges. Some of the key updates include:
● Extended hybrid sales: Full and plug-in hybrid vehicles can now be sold until 2035, pushing back the original 2030 phase-out deadline.
● Reduced penalties: Manufacturers that fail to meet ZEV targets will face 20 per cent lower fines, and enforcement of these penalties has been delayed until 2030.
● Support for low-volume manufacturers: Additional provisions have been made to ease the pressure on smaller vehicle producers.
So, what does this all mean for the commercial vehicle sector? On one hand, it provides greater flexibility for fleet operators. Extending the hybrid timeline gives businesses more breathing room during the transition to fully electric fleets. But on the other hand, it could also lead to delays in full electrification. By softening targets and penalties, the pace of change may slow, raising questions about whether the UK can meet its long-term sustainability goals.
Above all, what these ongoing policy shifts are really creating is uncertainty. When the goalposts keep moving, it's difficult for manufacturers and operators to plan ahead or confidently invest in greener technologies.
I’ll be honest –when I first entered this industry, and with my dad driving an electric van for work, I assumed electric LCVs were the norm. But the reality is quite different as electric vans made up just 5.8 per cent of the total LCV market in 2024.
What my understanding is, is that the slow adoption rate often boils down to two major barriers: financial constraints and operational limitations.
On the financial side, high upfront costs and the lack of meaningful incentives are discouraging fleet operators from making the switch. Operationally, many electric vans still fall short of real-world business needs. A few months ago, in one of my first weeks as editor, I visited SF Tebby & Son and spoke with technician Jack. He pointed out that many electric vans can’t deliver the payload, range, or flexibility required for certain jobs. One of its customers, for instance, needed a refrigerated van to keep produce cool –a function that consumes significant battery power. That’s something I hadn’t even considered before that conversation.
What I do know for certain is this: the government must do more to support workshops and fleet operators as we shift –inevitably –towards an electric future. Because if we're serious about going green, the policies need to match the ambition. The government must step up –not just with targets and penalties, but with real, practical support.
Editor
Freya Coleman
CVW NEWS
NEWSIN BRIEF
■ Fleet worries over downtime up by a third. The percentage of fleets saying that having vehicles unavailable awaiting repair is a problem that has grown from 18 per cent to 24 per cent, the new figures from 2025’s Arval Mobility Observatory Fleet and Mobility Barometer show.
■ Average UK truck fleet is under 10. After analysing more than 30,000 DVSA operator license records, Breakwell’s Transport has found the average number of vehicles and trailers hauliers in the UK operate. The data showed hauliers run on average 9.56 vehicles and 5.11 trailers.
■ Zero-emission bus investment in the west. First Bus is investing £70m in a further 160 zero-emission buses in the West of England, growing the First Bus zero-emission local fleet to over 250 vehicles.
■ Bott Group acquires Van Guard Accessories. The Bott Group, a leader in commercial vehicle conversions, has announced its acquisition of Van Guard Accessories – a long-established British manufacturer specialising in van accessories, security and storage solutions.
■ British Truck Racing kicks off. In a bumper bank holiday weekend at Brands Hatch, Division 1 saw success for Ryan Smith and Stuart Oliver and Division 2 success was achieved by debutant Jake Evans and the experienced Simon Cole.
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Changes to ZEV mandate announced
The government has announced changes to the Zero Emission Vehicle Mandate, which it says will make it easier for industry to meet the transition targets. Part of this includes a confirmation that the 2030 phase-out date for new petrol and diesel car sales will be reinstated, but with hybrid cars allowed to be sold until 2035. Vans with an internal combustion engine will also be allowed to be sold until 2035, alongside full hybrids and plug-in hybrid vans. But how is the industry reacting?
FLEETCHECK
Peter Golding, managing director at Fleetcheck said the government would almost certainly have to make further revisions in the future to create momentum behind van electrification.
“ The fundamental issues that fleets tell us they are facing when it comes to electric van adoption are that the available vehicles are too expensive, don't have adequate capacity for their needs, and lack sufficient range. The moves that the government has made today don't go far enough towards tackling these core problems. In creating a situation where diesel and hybrid vans can stay on sale until 2035, they're potentially just giving fleet operators an excuse to continue using ICE vehicles and ignore the issue for a few more years."
LOGISTICS UK
The changes announced by the UK government to the Zero Emission Vehicle Mandate are welcomed in principle by business group Logistics UK, but deputy director – policy Michelle Gardner says they do not address the practicalities of incorporating electric vans into commercial fleets:
“ Vans are the workhorses of the UK economy, and our members will welcome the clarity the announcement gives that petrol and diesel vans can be sold alongside full hybrid and plugin hybrid vans until 2035. The sector is fully committed to decarbonisation, but commercial vehicles are acquired and used very differently to cars, and zero tailpipe emission vehicles must make commercial and operational sense before businesses can incorporate them into fleets. There are still significant barriers preventing more widespread adoption.”
NFDA
“ NFDA supports the government’s decision to extend petrol and diesel van and light commercial sales allowances until 2035, this is a positive move and is optimistic for the next few years for commercial vehicle dealers” commented Sue Robinson, chief executive of the National Franchised Dealers Association.
NEWSIN NUMBERS
76,506
the amount of public chargers now available across the UK, a 28 per cent year-on-year increase from 2024. Stats published by the Department for Transport show that over 1,200 public chargers have been added in the last month alone.
10.6 %
the decline of new light commercial vehicles that are on the road this year, compared to 2024 according to SMMT data. Furthermore, in March, LCV dealers registered a total of 51,221 new vans, reflecting a 3.2 per cent year-onyear decline.
28 %
of car and van fleets are predicting growth within the next three years, according to new results from the 2025 Arval Mobility Observatory Fleet and Mobility Barometer.
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ADAS skills shortage solution offered
Autotech Training has partnered with Topdon UK to deliver a nationwide rollout of IMI-accredited ADAS training –delivered directly to the premises of garages and workshops across the country.
Previously, the delivery of ADAS training was limited to Autotech Training’s purposebuilt headquarters in Milton Keynes or garages that already had the necessary, often bulky, ADAS calibration equipment in place. Through the partnership, Autotech Training will now be fully equipped with Topdon's Phoenix Mobile ADAS units –a compact,
mobile solutions that allow full training delivery at virtually any location.
The rise of ADAS in modern vehicles has revolutionised road safety, with features such as autonomous emergency braking, lane keeping assist, adaptive cruise control, and blind-spot monitoring becoming increasingly common. However, as these technologies have become more sophisticated, independent and commercial garages have struggled to keep pace with the knowledge required to service and calibrate these systems correctly.
Nissan upgraded
Nissan Manufacturing in Sunderland has upgraded its forklift maintenance capabilities with a Stertil-Koni ST4120 4-post lift.
Nissan’s Sunderland plant operates a high-demand forklift fleet. To keep forklift trucks in peak condition, the workshop required a lifting platform capable of handling a range of models. The ST4120, with its 12-tonne lifting capacity and extralong run-ups, was the perfect fit.
The ST4120’s fully adjustable platforms allow technicians to accommodate different axle widths, while the low drive-on height and ultra-low wedge-style run-up ramps
make it ideal for forklifts with minimal ground clearance. Equipped with four hydraulic cylinders, the ST4120 is said to offer strength and reliability. An electronic synchronisation system continuously monitors cylinder positions to maintain level lifting, while an independent gravityoperated locking mechanism prevents unintentional lowering, designed to ensure maximum safety. The lift reaches its full height of 1,890mm in just 90 seconds, allowing technicians to get to work quickly. It’s said the ebright smart control system enables seamless operation with pushbutton controls.
Haulage, distribution and warehousing specialist Wyvern Cargo is set to save
£25,000 a year on trailer brake testing after investing in Webfleet’s advanced truck and trailer management solution. The company, which celebrates its 50th anniversary this year, has equipped 100 trailers with Webfleet’s Link 350 and electronic braking performance monitoring system technology.
HOW TO
Replace the clutch on a 2018 Fiat Doblo
REPXPERT Alistair Mason walks us through replacing the clutch assembly on a 2018 Euro 6 Fiat Doblo van with a 1.6 Multijet engine.
The vehicle has covered over 89,000 miles, and the customer has reported clutch dragging and difficulty getting into gear. Following a pre-inspection, clutch replacement was advised, and authorisation for the repair was given. For this job, information seemed limited, but on inspection, removal of the sub-frame and gearbox appeared most efficient. With a recommended repair time of 7.6 hours, this can be a profitable job for independent garages.
Gearbox removal
Place the vehicle on the lift, open the bonnet, and remove the engine cover, battery, and battery tray (note a hidden bolt under the cover – seeFig.1). Loosen but don’t remove the gearbox mounting bolts and remove the DPF-to-manifold heat shield (Fig.2).
Vehicle Information
Remove gear cables and upper bell housing bolts. Raise the vehicle to waist height, remove both front wheels, disconnect the front anti-roll bar links, and remove both front hub nuts.
Raise the vehicle to gain access underneath. Remove the engine/gearbox undertray, disconnect the exhaust after the DPF, release the center exhaust mount, disconnect both bottom ball joints from the hubs, and remove the steering rack-tosubframe bolts. Secure the rack to the vehicle and disconnect the lower gearbox pendulum mount. Support the subframe with a transmission jack, remove the six bolts securing it, then lower the jack and remove
the subframe (Fig.3). Drain the gearbox oil, refit the drain plug, and torque to spec.
Remove both front driveshafts, disconnect the reverse light switch multiplug and the earth strap, clamp the hydraulic clutch pipe, and disconnect it from the CSC connection. Remove the starter motor bolts and lower bell housing bolts.
Lower the lift, slacken the DPF-tomanifold clamp (Fig.4), then raise the lift to access the underside. Remove the small bypass pipe clamp (Fig.5), the two DPF retaining bolts, and ease the DPF away from the engine to access the DPF retaining bracket (Fig.6). Remove the three bracket bolts and remove the bracket.
Support the engine and gearbox with a transmission jack. In the engine bay, remove the gearbox mounting bolts. Lower
the engine and gearbox slightly to aid removal. Remove the two remaining bell housing nuts and carefully slide the gearbox away from the engine. Once clear, lower and remove it from the vehicle.
Clutch replacement
Remove the six clutch bolts and the clutch assembly. Upon inspecting the dual-mass flywheel (DMF), it was found that the center bearing had worn out (Fig.7), so the DMF also needed replacement. Remove the DMF bolts and inspect for leaks, cleaning as needed. Remove the old CSC, clean out the bell housing, and fit the new CSC. Torque the two retaining bolts, apply a small amount of high melting point grease on the gearbox input shaft splines, and slide the new clutch plate up and down the splines to distribute the grease evenly.
Align the new DMF on the crankshaft, ensuring the crank dowel fits into the flywheel drilling (Fig.8). Insert and torque the six DMF bolts, then degrease the DMF face. Mount the new clutch plate using the SAC tool, with the gearbox side facing the gearbox, and secure it to the alignment dowels. Attach three clutch bolts, tighten slightly, then remove the SAC tool, install the remaining bolts, and torque to spec.
Flush the clutch fluid system by placing an oil drainer under the hydraulic clutch pipe, releasing the clamp, and allowing old fluid to flow out. Top up with fresh fluid until it runs through the system. Re-clamp the hydraulic pipe when complete.
Reinstallation
Ensure that all components are clear of obstructions for the gearbox installation and check the alignment dowels. Position the gearbox on the transmission jack, bring it close to the engine, and carefully align the studs, rotating the engine slightly if needed. Once aligned, secure with the two nuts on the studs.
Reassemble components in reverse order of removal. Bleed the clutch to ensure proper pedal feel. Refill the gearbox oil and reset any affected electrical systems after reconnecting the battery.
Switchgear and water separator COMMON FAULTS
febi explains a common failure with the switchgear for transmission AND on a water separator for fuel systems.
SWITCHGEAR FOR TRANSMISSION
Function
The switchgear is required to hydraulically actuate the shift valves on the transmission and thus be able to shift the gears in the transmission. It is located below the cabin and the shift lever is directly connected to it. Together with the shift valves
WATER SEPARATOR FOR FUEL SYSTEM
A diesel engine cannot function when there is water present in the fuel. In the worst-case scenario, components of the injection system can suffer irreversible damage. To prevent this, water separators are installed in the fuel system. The water separator febi 103487 is located on the underside of the fuel filter. If water collects there, the driver is informed via a display. The water can then be drained from the water separator by means of a solenoid valve.
Cause of failure
Since the water separator is equipped with a sensor and a solenoid valve, electrical contact problems are often the cause of failure. If the water separator is additionally equipped with a fuel heater, the risk of electrical faults is
TROUBLESHOOTER
Air brake pressure testing
Ben Martins, automotive application specialist at Pico Technology, gets to the bottom of a truck facing problems with its braking, using an unexpected feature of the oscilloscope.
With the introduction of portable USB-based oscilloscopes, what we can do outside the confines of a workshop is now infinitely possible, providing you remember to charge up the laptop! One such task is brake testing. Unless you have a rolling road present in the workshop then a road test is the only option. But what options are there for a customer complaint of brake imbalance?
Traditional methods to measure air pressure to the brake systems have been with gauges, which aren’t exactly easy to look at whilst you're driving. Nor can you save the results once the road test is over. So, how can you capture the pressure data whilst driving safely and legally and then have something to review after?
Enter the oscilloscope
An oscilloscope, in its simplest form, is designed to capture voltage against time. So that means any signal that outputs a voltage can be captured by an oscilloscope and then graphed in real time. Over the years, Pico Technology has become the name people think of when they hear USB oscilloscope, and this has led to a wide range of products focusing on different industries, including automotive, heavy duty and off highway.
“The benefit of using a USB scope for air brake pressure measurements is that you can now visually see what the brake pressure is in real time.”
The latest automotive PicoScope features PicoBNC+. This allows power from the USB to be used to operate and control different sensors and probes. One of these is a pressure transducer. This pressure transducer measures the pressure and then outputs it as a voltage, which we can capture and record in the software. With PicoBNC+, the software recognises what is connected and then converts this voltage back to a pressure value to display on the screen. Of course, any non-PicoBNC+ pressure sensor could be used provided it is within the pressure range of the air brake system.
The benefit of using a USB scope for air brake pressure measurements is that you can now visually see what the brake pressure is in real time. Being laptop-based, this means you can save your results, creating a digital record during the diagnostic process. This also provides the evidence required to justify the repair to a customer or to a warranty department.
It also allows you to operate the vehicle in a safe and legal way if the normal driver is unable to perform the road test. By configuring the software, it is possible to capture data hands-free, giving you the freedom to carry out different braking situations without worrying about what’s happening on the screen. Once the road test is complete, the data can then be reviewed safely.
One example of how this technique has helped was on a truck that was reported to be pulling to the OS when light braking. Furthermore, in an emergency braking situation, it was fine braking in a straight line.
Connecting the transducers to the air pressure test port needed a little creativity. Pico does not have the accessories at present, but our BNC+ pressure transducer can be “adapted” to connect to existing test equipment. With everything set up, cables tidied and secured the road test was next. Whilst on the road, various braking styles were used, along with the customer's concern during light braking. The waveforms tell you all you need to know. At point one, we applied the brakes quite hard. Both OS and NS air pressure are equal, and the truck brakes in a straight line. Around point 2, there are some very light brake applications, but you can see that both are still equal. At point 3, another partial application of the brake pedal, but this time, you can see the fault. You can see that the blue channel NS is unresponsive compared to the red channel.
Graphing it out
This data can then be saved and analysed for further detail. As we are looking for an imbalance, in an ideal world, both sides should be operating the same; therefore, if we subtract one from the other, the NS and OS should cancel each other out. By adding a built-in math channel to subtract the Blue and Red channels, A and B, we can see the difference.
The math channel further highlights the differences between the NS and OS brake pressure. We can even see some differences when all appears OK. After some further checks for power supply and ground to the modulator, the diagnosis was a faulty modulator.
With the modulator replaced, the most important thing now is to repeat the test and capture the verification, which proves the repair, or at least that something has changed. This, of course, justifies the work done. Within the PicoScope software,
“After some further checks for power supply and ground to the modulator, the diagnosis was a faulty modulator.”
different viewport options can help highlight the NS and OS air pressure, as well as showing both sides overlaid.
As we can see, everything is even from both sides, and even the math channels show little difference between left and right. The customer confirms that the truck now behaves as expected and no longer pulls to one side when braking in certain situations.
Being able to graph the air-brake pressure in real time and then being able to store the results has benefits to both technicians and customers.
For all the latest industry news, business advice and technical guides from the trade magazine for CV servicing and repair professionals
'TYRE -RIFFIC' TRAINING!
The ContiAcademy, Continental Tyres’ industry-leading in-house training centre for tyre service and maintenance, recently celebrated its fifth anniversary. To help celebrate, the team invited journalists to get a taste of what it’s all about.
Since its opening in 2019, the ContiAcademy in Lutterworth has steadily established itself as one of the UK’s premier hubs for commercial tyre training and technician development.
Backed by Continental Tyres’ commitment to education and safety, the Academy has evolved into more than just a training facility –it’s now a critical pillar in the industry’s drive towards higher safety standards, enhanced fleet performance, and technical excellence.
On a recent press day, CVW got a rare chance to step inside ContiAcademy and experience its courses first-hand. What became immediately clear is that this isn’t just about learning the theory –it’s about applying it, practising it, and ultimately living it.
Training with real-world impact
The day began with an introduction to the broad spectrum of courses available at the academy, ranging from basic awareness sessions to in-depth technical qualifications. For example, two of the most sought-after programmes –wheel security and driver tyre training –are aimed directly at HGV drivers, helping them maximise tyre lifespan and avoid preventable damage.
But beyond those staples lies a portfolio of advanced, accredited courses, such as the REACT roadside safety licence, the NTDA licensed commercial tyre technician programme, and several IMI-recognised qualifications. One particular highlight is the tyre forensics course, a favourite among professionals looking to deepen their knowledge of tyre failure analysis. Even the DVSA has taken part in this training. Continental’s educational outreach extends well beyond the classroom. Its
technical team regularly hosts webinars, with over 400 customers already benefitting from insights into how tyre performance is evolving in the age of electric mobility.
It’s not just the industry taking notice, either. In 2019, ContiAcademy was shortlisted for staff training and development initiative of the year at the National Tyre Distributors Association Awards, recognising its real-world impact on commercial vehicle safety and maintenance standards.
REACT: Raising the bar on roadside safety
A key part of the day focused on the REACT (roadside emergency action concerning tyres) training –widely regarded as a benchmark for technician safety training. This course was developed in direct response to a spike in roadside technician casualties between 2007 and 2011. Initially launched in 2011 with under 300 licensed technicians, the programme has since seen explosive growth. Relaunched in 2014 with broad industry support, REACT now boasts over 15,500 active licence holders in the UK alone, with an additional 40 in Ireland.
Supported by the Department for Transport, National Highways, and the Traffic Commissioner’s Office, REACT has become an essential credential for anyone working in high-risk roadside environments and with 17 approved training providers across the country, its reach continues to expand.
ContiAcademy’s role in supporting REACT –and the NTDA’s evolving tyre technician professional development scheme (TTPDS) –underscores its leadership in technician development. With the TTPDS set to introduce new qualifications like the licensed specialist tyre technician and the licensed tyre centre manager, the road ahead is clearly paved with progress.
From classroom to curbside
After a deep-dive briefing, we headed into the hands-on portion of the day –an immersive run-through of the REACT roadside safety module. Under the guidance of expert trainers, we covered the essentials: conducting risk assessments, correctly positioning cones, safely approaching vehicles, and operating amber beacons and lighting equipment.
The context behind the training was sobering. Despite ongoing safety campaigns and technological improvements, tyrerelated incidents on UK roads resulted in a 29 per cent increase in killed or seriously injured casualties in 2023. In this light, the importance of rigorous, practical training becomes undeniably clear.
Getting our hands dirty
No press day would be complete without getting stuck in –and ContiAcademy didn’t disappoint. We tackled real technician tasks, including removing a HGV wheel nut and regrooving a tyre, which revealed the precision and care needed for jobs many take for granted. There was even a tyre component recognition challenge that
caught several seasoned journalists off guard. Tyres, as it turns out, are more complex than they appear.
This practical experience was perhaps the most revealing part of the day. Tyres aren’t just rubber rings –they’re advanced, safetycritical components directly influenced by mechanical wear, driving habits, and fleet management decisions. Understanding how tyre damage correlates with vehicle operation is crucial for reducing downtime and extending tyre life. It’s not dissimilar to diagnosing engine issues –you need to understand the whole system.
More than training
What sets ContiAcademy apart is not just the depth of its training but the vision behind it. It’s about building a safer, more skilled workforce capable of navigating the evolving demands of transport and mobility. Whether it's addressing the rise of electric vehicles, standardising professional development, or enhancing roadside safety protocols, the Academy is helping to shape the future of the commercial tyre industry.
As the day wrapped up, one thing was clear: ContiAcademy is more than just a training centre –it’s a launchpad for meaningful, measurable change across the tyre and transport sectors. For technicians, fleet operators, and even regulators, it represents a vital resource in a fastchanging world.
ROAD TRANSPORT EXPO 2025
If you’re an HGV workshop owner, manager or technician, mark your calendars for this year’s Road Transport Expo (RTX) – which is gearing up to be the biggest and boldest to date.
This June, RTX 2025 will take over NAEC Stoneleigh in Warwickshire, showcasing everything from the latest in truck technology and fleet equipment through to workshop tools and training specialists. It’s now firmly established as a key business event for anyone in the commercial vehicle industry, and there’s no better place to get ahead of the curve and discover what’s new and trending when it comes to HGV repair and maintenance.
With more than 300 exhibitors already confirmed and the list growing daily, there is something for everyone at this bumper show, with its unique ‘all about the truck’ focus at its core.
“More than 40 per cent of registered visitors for this year’s event have listed workshop equipment and repair and maintenance products as one of their key priorities at the show,” says Vic Bunby, RTX show director. “We’re sure they won’t be disappointed with the wide range of stands to explore that are showcasing the next
generation of innovative tools and technology to drive efficiency and productivity in their businesses.”
If you head over to the website by scanning the QR code, you can check out who’s exhibiting and easily filter by the type of products you are interested in. More than one-third of exhibitors have categorised themselves to be relevant to those interested in repair, maintenance and workshop areas, ensuring that there will be a comprehensive range of equipment to choose from.
What to expect
Whether you’re looking to upgrade your diagnostic tools, invest in state-of-the-art vehicle lifts, or discover new repair technologies, RTX is the perfect platform to keep your workshop at the forefront of the industry. Then of course when you add in leading truck manufacturers, trye specialists, training firms, safety equipment and fleet management experts, you will be spoilt for choice.
NETWORKING OPPORTUNITIES
One of the standout features of RTX 2025 is its relaxed, informal atmosphere, despite remaining firmly focused on business. The event is designed to facilitate networking between industry professionals in a friendly and open environment.
Whether you’re looking to strengthen relationships with existing clients, explore potential partnerships, or simply exchange ideas with peers who understand your challenges, RTX is where those conversations happen.
For workshop owners, the chance to
network with industry leaders and experts at RTX is invaluable. You’ll not only learn about the latest products on the market but also gain access to potential business partners and collaboration that can benefit your workshop.
Arla Foods, Biffa Waste Services, Booker Group, Culina Group, DHL, DPD, GXO, John Lewis Partnership, M&S, Tesco, Travis Perkins, Royal Mail, Wincanton, Yodel, and many more are confirmed. These organisations represent a crosssection of the industry, from retail and logistics giants to waste management and construction specialists. Engaging
WHEN?
24th –26th June 2025
WHERE?
NAEC Stoneleigh in Warwickshire
COST?
FREE!
HOW?
Simply scan the QR code!
with such a diverse range of businesses provides a unique opportunity to gain fresh perspectives and identify collaborative opportunities that can drive real business growth.
RTX exhibitors will also be pulling out all the stops when it comes to hospitality, so you can be sure of a warm welcome as you browse the stands.
And back again for 2025 will be the popular ‘Inn on the Green’, where you can take a pit stop and relax with colleagues and new acquaintances with a cool drink in the (hopefully) British sunshine.
INDUSTRY INSIGHT
A comprehensive three-day seminar programme will cover key topics that matter to those working in the industry, including decarbonisation, vehicle technology, future fuels and the latest road transport regulations and compliance updates.
These seminars can keep you ahead of the curve and help you ensure your
business is prepared for the future. A varied mix of keynote presentations, lively on-stage discussions and informative presentations will be on offer all three days of the show to keep you engaged and our RTX ‘Big Debate’ panel sessions featuring the leading truck manufacturers will be back once more, with plenty of opportunity to get involved and ask questions relevant to your business.
Tom Coker, InTangles: “InTangles is a new company to the UK, we do predictive AI for vehicles. I came as a visitor last year and was really impressed with what we saw, hence we are exhibiting this year, right next to the Knowledge Zone. “I’m really looking forward to hearing the fantastic speakers there and meeting future customers.”
Andrew Blower, EBS: “We’re 25 years old this year and we’ve not been involved with any UK tradeshows for over 12 years, but we felt RTX is now the platform to showcase the divisions of the group and the products we’ve brought out in the last 10 years. We’re most looking forward to meeting customers, old and new, the relaxed atmosphere and introducing the product to the end users that may not be associated with EBS.”
UP CLOSE AND PERSONAL
At RTX 2025, attendees will have the unique opportunity to participate in a Ride and Drive event, where you can get behind the wheel of the latest trucks, including diesel models, electric variants and those powered by low-carbon fuels.
This is an excellent opportunity for workshop owners and technicians to familiarise themselves with the newest vehicles on the market and understand how the latest truck technology functions in real-world conditions.
You can also engage directly with OEMs on their stands to ask key questions around the servicing and maintenance of new and emerging technology or perhaps chat with industry training specialists to discover what courses are
available to help upskill your technician workforce.
Heading around the showground, there will be product demonstrations galore taking place across the large exhibition halls and vast outside show zones, so you can learn first-hand how new workshop tools and equipment perform.
“RTX has grown significantly since its launch in 2022 and has quickly become a must-attend event for the road transport sector,” says Bunby, “We are very much looking forward to welcoming visitors to NAEC Stoneleigh this June, including those working in the CV workshop sector.”
He adds: “Whether you own a small
independent garage or run the in-house maintenance arm for a major national fleet, you will find the show has something to offer you.”
If you’re looking to enhance your workshop’s capabilities, stay compliant with new regulations, or expand your professional network, RTX 2025 is the place to head this summer.
Don’t miss out on this essential event –make sure to attend and position your business for success in the future of the road transport industry.
Entry and parking for all visitors is completely free and you can book your ticket today at www.roadtransportexpo.co.uk
Francesca Manenti, TIA Group: “We had a fantastic time last year, exhibiting with TIA Wheels, so we thought we’d bring our whole company along this year and are hoping to go even bigger and better. In particular, we’re excited to show off the launch of our new Torque TBR range.”
WHO MIGHT WE SEE THERE?
er of welding machines, battery chargers, and body repair equipment.
● JOST – Expert in coupling, lifting, and towing equipment.
growing daily, there is something for everyone, no matter which part of industry you work in. We also thought we’d give you a not-so-sneaky peek at just a few of the well-known workshop brands joining us for 2025... but with over 100 companies listed in the repair/maintenance, workshop and components categories, make sure to check out who you’d like to make a beeline for at RTX:
● Association of Vehicle Installers –Offering advice, training, compliance, and representation.
● EBS Aftermarket Group –Specialising in OEM and own-brand aftermarket commercial vehicle parts.
● Fronius UK – Provider of welding technology, offering manual and robotic solutions with extensive automation and training options.
● Keytracker – Specialises in secure key and asset management solutions, offering advanced cabinets and software for various sectors.
● MAHA UK – Manufacturer of workshop equipment for MOT, ATF, and repair workshops, including brake testers and lifts for all vehicle types. With the brake testing rules changing in April this year, emphasising the need for braking systems to be tested under realistic conditions to improve road safety, MAHA UK’s four-person team of Neil Ebbs, Luke Fuller, James Thompson and Louis Tunmore will be pleased to address attendees’ questions about the topic, as well as highlight MAHA UK’s compliant solution. The MBT 7250 commercial brake tester includes a rising roller bed option. It can be elevated by 250mm; doing so simulates axle loads of up to 10 tonnes and offers a reliable alternative to traditional laden testing when external loading isn’t possible.
● Majorlift Hydraulic Equipment –Supplier of high-quality garage lifting equipment for all vehicle types, ensuring durability and reliability.
WANT TO FIND OUT MORE? Make sure to scan the QR code!
● Premier Pits – Manufacturer and installer of inspection, maintenance, and ATF pits, with over 30 years of experience in the industry.
● TEXA UK – Designer and manufacturer of diagnostic tools, exhaust gas analysers, and maintenance equipment for vehicles in multiple sectors.
● Totalkare – Provider of lifting and testing solutions for heavy-duty workshops, with products including mobile lifts, brake testers, and vehicle pits.
● VL Test Systems – Manufacturer and supplier of vehicle testing equipment.
● VPG Onboard Weighing – Specialises in high-accuracy weighing systems for commercial vehicles, offering overload protection and payload optimisation solutions
KNOW YOUR PARTS
Air springs
febi takes a deep dive into the production of air springs, discovering that they are anything but simple!
Air springs are placed between the axles and the vehicle chassis. They carry the entirety of the vehicle’s weight. Together with the shock absorbers, they are responsible for driving stability and are a reliable and constant connection between the tyres and the road during all driving and road conditions. It is extremely important to keep the vehicle balanced and to transfer the wheel forces constantly during bends, braking, and acceleration.
Besides these safety critical tasks, the comfort of the driver and any sensitive loads being carried are also important. Due to the air supply with variable pressurisation, air springs provide an adjustable spring rate, variable load carrying ability, simplicity of height control, and low friction. They are adaptable for light or heavy suspension applications.
The air spring’s ability to support a mass depends upon its effective area, which is a nominal area found by dividing the load supported by the spring and by the air pressure at any given position. The spring rate is the result of the change in the effective area and the change in air pressure as the spring is deflected. The air pressure varies with the speed and magnitude of deflection; for a unit of deflection, the pressure – and therefore the spring rate – will be different for isothermal, adiabatic, or polytropic processes.
The rubber
The special rubber mixture of febi air springs ensures for a good resistance against substances in the pressurised air –like oil mist and environmental influences on the outside of the air spring. This was developed over many years so it has the best properties for its intended purpose. The tensile strength of the rubber is tested to the maximum force until the rubber breaks. This ensures that only raw materials with the defined properties are used for production.
The cord fabric
The cord fabric is used as a reinforcing element. Its woven structure gives the rubber the required strength and durability against pressure and other forces. Up to three reinforcing layers are used on some air spring references.
The fabric is made of a polyamide or a mixture of polyamide and aramid. It is placed between the outer and inner rubber layer. The positioning of the different rubber and reinforcing layers, as well as the manual or automatic wrapping process, is a key factor for the durability and lifetime and is based on extensive experience.
“It is extremely important to keep the vehicle balanced and to transfer the wheel forces constantly during bends, braking, and acceleration.”
Reinforcing cord fabric layers.
Mounting
Construction of an air spring
Plastic or metal components
Since air springs are exposed to all environmental influences, the corrosion protection of metal parts is a constant topic. The material specification and hardness, as well as the corrosion protection coating, is tested constantly and has to be in accordance with defined OEM standards. Only approved parts where the functional dimensions are met with the high requirements are used in production.
Steam vulcanisation
There are different production methods in the air spring industry: vulcanisation with an electric heating mould or steam vulcanisation – or a combination of both. Steam vulcanisation is the better and stateof-the-art method. While the electric heating mould is only ‘cooking’ the air spring, steam vulcanisation is curing the material. This leads to a longer lifetime and durability of air springs. This is thanks to a better vulcanisation and bonding of the different rubber and cord layers and a consistent hardness of the complete rubber.
The steam is applied at different locations of the mould to heat up specific areas where a higher temperature is needed for the vulcanisation – for example the areas where three reinforcing layers are
applied in the area of the plate. The production of air springs is anything but simple. It is all about controlling the time, pressure, and temperature to get the optimal vulcanisation result. The values of the production key factors are based on decades of experience.
“It is all about controlling the time, pressure, and temperature to get the optimal vulcanisation result.”
Quality with confidence
To be sure that nothing goes wrong in the production process, air springs with plate and piston are regularly checked by a simple, yet highly effective test. They are pressurised and checked for leaks in a water bath. Lights in the underwater area make even small bubbles visible.
Lifetime tests are carried out frequently on a special test rig to ensure that febi air springs meet the OEM requirements. The air spring is mounted in a rocker construction and has to perform up to 3,000,000 load and unload cycles pressurised with 7 bar.
The tested raw materials together with the perfected production and the state-ofthe-art steam vulcanisation ensures that its customers get a reliable and durable product for a safe and long-lasting life on the road.
The suspension and steering components of modern trucks are designed for a long operational life. Nevertheless, the tough conditions in freight traffic can lead to wear and tear or damage. Defects in these vehicle systems are one of the most frequent reasons for truck breakdowns. ZF Aftermarket therefore recommends an exact chassis inspection at every annual inspection to prevent unscheduled repairs.
There are many indications of damage to the suspension and steering components. But not all can be seen with the naked eye; some require the use of measuring and testing equipment. The first step should therefore be to clean all connecting parts with a dry cloth (without solvent). Make sure that the sealing sleeves are not damaged. Furthermore, it is recommended to follow further test steps in order to detect any damage to the chassis:
Track rods: Any clearance in the thread of the tube or the adjustment sleeve suggest that the thread could be damaged. Then the tie rod must be replaced. This also applies if the tube is damaged or deformed. When checking the clamp and the clamping screw, make sure that the screw is straight and that both the screw head and the nut are firmly seated on the clamp. Corrosion residues on the bolt, nut or clamp should not be deeper than 0.5 mm. If one of these criteria is not met, the tie rod must be replaced.
ZF recommends an exact chassis inspection at every annual inspection to prevent unscheduled repairs.
Ball joints: On these parts, you should first check the sealing bellows for holes or cracks. If water and dirt have penetrated the defective bellows, they cause increased wear and tear and rapid failure of the component. Clamping and retaining rings must be undamaged and should seal the sealing ring correctly against the housing and/or the bolt. A slight escape of grease at the opening of the sleeve is permitted if the sealing bellows are carefully compressed by hand to check the seal. However, if grease escapes from holes or cracks, the joint must be replaced.
The housing, shaft and end cap of the ball joint should not have corrosion marks greater than 1.0 mm deep. Particular attention should be paid to the flanged edges and the end cap walls. They exist in two different designs: Lemförder ball joints in the former joint design (cover with recess) are spring-loaded. They may have
an axial clearance of 2.0 mm, measured at the ball journal. If the clearance is greater, the joint must be replaced. To measure the axial clearance, you can use a dial gauge mounted on a tripod with a magnetic base. However, the Lemförder angle joints in the new joint design (curved cover) are not preloaded with a spring, but with a molecular ring. If an axial clearance is detected manually when testing the joint, the joint must be replaced.
V-link/axle strut: The first step is a visual inspection of the molecular bearing for damage, possibly followed by a manual inspection without tools. The technician moves the axle strut or the handlebar by hand when installed. The sliding centre bushing of the V-link is susceptible to damage if the cap leaks. The penetration of water, salt and/or dirt leads to accelerated
Nothing is more annoying for a CV fleet operator than an unscheduled visit to a workshop!
bush wear and thus to failure. Obvious defects require replacement.
Oil leaks in the chassis suspension or driver’s cab suspension: Significant traces of oil on the vibration damper can be traced back to wear on the piston rod seal, which may have been caused by very long operational life or hard use. A loss of damping force leads to reduced driving stability and tyre grip, which is why the damper must be replaced. Another important aspect is the correct adjustment
of the load balancing systems (if available). The workshop employee must inspect the bellows and check the air lines for leaks.
Rubber bush deterioration: Increased wear of the rubber bush of the shock absorber can be caused by assembly errors or extreme working conditions. A worn joint part can lead to a rattling or rumbling noise. The shock absorber should then be replaced. If the workshop checks the truck in this way before the respective official inspection, nothing should stand in the way of issuing the sticker. This also ensures customer satisfaction. After all, nothing is more annoying for a commercial vehicle fleet operator than an unscheduled visit to a workshop followed by a representation to the testing organisation. WANT TO FIND OUT MORE? Make sure to scan the QR code!
PLAY (DETECTOR) TIME
Said to be robust, intuitive and user-friendly, CVW hears all about the BM53000 play detector from Liftmaster.
Not all play detectors are made equal, and the BM53000 is certainly a great example of that. But what makes the BM53000 stand out?
Operator control that just makes sense: The BM53000 uses a wireless handheld remote with integrated LEDs, thus giving technicians complete freedom of movement, unlike any other. Forget fixed control panels or cable-restricted devices; this allows for real-time observation of components under stress, even in low-light conditions.
Powerful and precise: Delivering longstroke, multi-directional movement with a high force output, in eight different directions as directed by the operator, it reveals play in the most stubborn or hidden of components. Whilst some play detectors fall short when it comes to force or range, the BM53000 simply doesn’t, this ensures thorough inspections every time.
Robust: Built for harsh, high-use environments with a fully hot galvanised surface, the BM53000 is designed for longevity and resilience, aiming to make it one of the most robust play detectors on the market. A perfect investment for busy ATFS and fleet workshops.
Flexible installation options: In-ground or surface mounted, the unit is adaptable to whatever your requirements may be. It can be used as a standalone system or integrated with a BM brake tester, ideal for a complete test lane. At only 15cm high, this is a lower profile solution than most manufacturers offer. This level of flexibility
says to put the BM53000 ahead of rigid, single-use systems.
Fast setup, minimal maintenance: Time is money. The BM53000 is plug-and-play with minimal maintenance. Its closed hydraulic system reduces the risk of leakage – aiming to ensure smooth, powerful movement without the need for constant adjustment or downtime.
DVSA-approved: DVSA approval isn’t just about ticking the compliance box. It gives operators the confidence that the equipment meets the highest UK inspection standards, ensuring that each vehicle inspection is carried out with the same level of accuracy demanded by national regulations. For those testing stations looking to maintain or upgrade their DVSA status, the BM53000 provides a no-compromise solution.
Designed for efficiency: Speed and reliability are non-negotiable for busy ATFs; that’s why the BM53000 is engineered to keep ATF lanes moving with minimal downtime. Its robust hydraulic system, intuitive controls and the wireless remote for single-operator use says to cut labour time without compromising on accuracy. Whether you’re conducting MOT’s, annual tests or pre-inspections, the system seamlessly integrates into your workflow, making it a go-to tool for increasing throughout without sacrificing performance.
In summary, if you’re looking to upgrade your test lane, the BM53000 is a serious contender. It outperforms many of its rivals in every category thanks to its quality build, high-performance hydraulics and user-first design. In a market flooded with outdated solutions, the BM53000 is a product that genuinely enhances the inspection process whilst ensuring compliance with current DVSA standards without compromise.
The Liftmaster BM53000 is our most recommended solution for commercial workshops looking for high-quality products that enhance workflow whilst remaining compliant with current DVSA standards.
SPRING IS IN THE AIR
Air springs aren’t all made equal. There are various types to suit different chassis designs: some come with a top mounting plate paired with a steel or plastic piston, while others are more straightforward - just a basic bag without a top plate or piston. Then there are those that screw directly into the frame, and of course, lift bags used on lift axles.
Fit the wrong one, and the fault won’t stay hidden for long. If the replacement bag is too short, there’s a risk the top plate could distort, or a rotary piston might slip out from underneath. That’s why it’s vital to always match the air spring to the correct OE specification.
Before you fit a new one...
Before fitting a replacement, Diesel Technic’s parts specialists strongly advise getting to the bottom of why the original failed. In many cases, air spring damage is avoidable – and often stems from simple mistakes.
One common culprit is overtightening. An over-torqued nut can deform or crack a component, while foreign objects can cause abrasion marks that gradually wear through the rubber. Always look out for signs of thermal overload too. If a brake system has overheated, the excess heat can transfer to the spring – and as a result the
air spring can rip and leak.
Don’t ignore signs of porous or fatigued material during your safety check. If that’s the case, it’s also wise to inspect the braking system itself – chances are, there’s a fault that needs addressing.
A snapped mounting bolt is another telltale sign that someone’s exceeded the recommended torque. Every DT spare parts component comes labelled with the correct torque settings, so double check these during installation to ensure they match OEM specs.
When it’s time to replacement
During replacement, it’s essential to follow correct torque specs, not only for the mounting bolts, but for the compressed air hose as well. If you don’t, the resulting vibrations can loosen fasteners or – in extreme cases – cause them to tear off completely. Watch out for damaged or kinked air hoses too, particularly when routing them into place. Poor cable management can quickly lead to leaks or system failure.
And while it may seem obvious, it’s worth repeating: always clear any debris or foreign objects from the spring’s working area before installation. Neglect this step, and you could end up damaging the new unit before the truck even leaves the bay.
Correct installation and proper maintenance are the bedrock of long-lasting air springs, says Lee Harris, parts specialist at Diesel Technic UK and Ireland. Here he highlights some common faults, and some tips on how to avoid them.
After fitting, the Diesel Technic parts specialists team recommends carrying out a suspension calibration to restore correct ride height and ensure optimal driving behaviour.
Need more help?
Whether you're in the workshop or managing a fleet, having the right parts information at the right time makes all the difference. As the dedicated Diesel Technic parts specialist for the UK, I’m here to support your workshop with advice on DT spare parts, answers to technical questions, brand insight, and details on the Diesel Technic premium shop rewards programme. I’m always out on the road, visiting workshops across the country.
To book a visit or arrange an appointment, just call 07506726844 or email lee.harris@dieseltechnic.com
TESTING TESTING
CVW hears all about Continental’s recent winter tyre testing activities.
Continental tests commercial vehicle tyres under challenging weather conditions and whilst the sun may be shining right now and the cold a way off, Continental are prepared for the winter conditions that demand exceptional snow and ice handling. Therefore, it tests its tyres 365 days a year on internal test tracks. All tyres are driven extensively there under different conditions before they are approved for external, independent tyre tests.
The largest European test site is the Contidrom in Jeversen, near Hanover. The company also has other test tracks in the USA and Scandinavia. The test track in Arvidsjaur, in Sweden, focuses on winter tyre tests. “Depending on the weather, we have different test conditions here every day,” explains Joachim Blass, who has been working internationally as a test engineer for Continental for twenty years.
He emphasises that during the test drives in Sweden, the snow and ice handling performance, snow traction and rut sensitivity of the tyres are particularly scrutinised. The results of these tests are incorporated into the continuous development and optimisation of the tyres.
Sustainable development
The requirements for commercial vehicle tyres are becoming ever more stringent and diverse. The main reasons for this are
increasing cost pressure, strict requirements for CO2 reduction, and the use of alternative drive systems.
Added to this are the individual tyre requirements of countries around the world. “Overall, criteria such as low rolling resistance and the lowest possible noise emissions have become considerably more important in recent years,” reports Blass. “This will continue as a result of the growing use of electromobility.”
Experience is essential for working as a test driver. A test is run, and the product developers use the results to decide on further adjustments. “We see the test tracks as a campus where we try out new things to understand how the tyres react in combination with vehicles during driving manoeuvers, even at the limits.”
Humans as the best sensor
In outdoor tyre tests, such as at the test site in Sweden, Continental engineers use extreme winter conditions to investigate and further develop tyre criteria. “Depending on the atmospheric and surface temperature, precipitation, wind, solar radiation and humidity, we often find very different test conditions.” explains Blass.
Tyre criteria for vehicles
Depending on the weather conditions, new products and tyre optimisations are tested and compound formulations and tread designs are compared. “Together with an industry partner, we are currently investigating which changes to the tyre design make sense for use on e-trailers in order to optimally design the tyres for the requirements of a battery-electric drive.”
In the commercial vehicle sector, tyre tests focus on properties such as rolling resistance, mileage, noise, traction, braking and cornering behaviour. On the outdoor track in Sweden, braking behaviour, traction and cornering stability in particular are tested under various winter track conditions.
The subjective assessment focuses on traction and handling. In the objective tests, the braking and traction capabilities of the tyres are recorded using state-of-theart measurement technology. “In the subjective assessment, I am the sensor. I experience the reaction of the vehicle and give my assessment.” At its core, it is always about safe driving behaviour.
“Ultimately, the driver is the measure of all things,” he emphasises. “For the interaction of tyre characteristics in real driving conditions, the human being is still the best sensor.”
Joachim Blass, test engineer.
TYRES & WHEELS
Development of sustainable tyre solutions
The requirements for commercial vehicle tyres are particularly high compared to passenger car tyres. They are therefore tested using additional test methods. These include the traction test, in which a vehicle must be able to start off safely on an icy or snow-covered ramp.
“We try to simulate exactly the situations that are relevant for the customer in everyday life,” explains Blass. We also observe how the tyres react in extreme situations. This includes braking manoeuvres such as when changing lanes or driving behaviour on black ice and suddenly reduced grip.
In addition to these safety aspects, criteria such as the high load-bearing capacity of commercial vehicle tyres, low
rolling resistance and high mileage are of great importance. “With these tyre characteristics, we support our customers in keeping their fleets on the road efficiently and sustainably.” affirms Blass.
Continental's diverse infrastructure of test tracks worldwide provides comprehensive answers to questions about the development and optimisation of tyres.
The test methods are continuously adapted to the needs of customers and markets. “By understanding the individual tyre requirements of our customers around the globe, we can develop the right tyre products for them and offer future-proof tyre solutions,” concludes Blass. WANT TO
WTPMS VS AIRSAVE
Want to know the best way to keep on track of tyre health in your fleets? BPW is here to explain the difference between its tyre pressure management systems.
ith an ADAC-reported figure of over 65 per cent of truck breakdowns caused by tyre punctures, tyre health is vital to the efficiency of commercial fleet operations. Factors like road conditions, load weights, and varying temperatures can lead to pressure variations, which increase fuel consumption, excessive tyre wear, and unexpected downtime. In the commercial vehicle industry, investing in a tyre pressure management system can help reduce operating costs and deliver long-term savings.
BPW understand the challenges fleet operators face and offers two solutions: tyre pressure monitoring system (TPMS) and BPW AirSave (tyre pressure refill system, TPRS). Both are tyre pressure management systems, however, they operate differently. Understanding how each system works is key and can help operators decide which system to use.
TPMS
TPMS provides the user with real-time insights into a vehicle’s tyre pressure and temperature. Compliant with ECE 141 regulations, the system transmits tyre pressure deviations directly to the truck via the electronic braking system (EBS), allowing drivers to receive immediate alerts and minimise the risk of costly issues such as tyre blowouts. Designed to fit most wheel sizes and with a lifespan of up to seven years, the system provides lasting value and reliability.
By linking TPMS data with BPW idem telematics, users can also transmit tyre information to a control centre for further processing. The system’s smart TPMS functionality enables email notifications to
be sent to fleet managers or tyre service providers. Additionally, classic telematics features such as alarms, reports, and maintenance calendars enhance fleet management efficiency and reliability.
BPW idem telematics gateway basic can support up to 24 individual tyre sensors, which can be mounted on either the wheel rim or the tyre valve. These sensors transmit tyre pressure data to a receiver unit with an accuracy of up to +/- 0.3 bar. BPW TPMS can be scaled up further to include 48 sensors with the gateway pro option.
AirSave
Progressing from TPMS, AirSave goes a step further by not only continuously monitoring tyre pressure but also regulating it through an integrated inflation system. Using the trailer’s existing pneumatics, AirSave employs an automatic booster pump to maintain the pre-set tyre pressure. The air is then directed through the axle beam to the wheel end tyre valve. In the event of pressure deviation, AirSave activates at just +/- 0.2 bar, offering greater reliability compared to standard systems.
In the event of a permanent pressure loss, BPW AirSave alerts the driver with a constant, visible warning light in the cab, indicating that a drop in tyre pressure has been detected, and the vehicle must stop when it is safe to do so.
Maintaining optimal tyre pressure is crucial not only for safety but also for fuel efficiency and emissions reduction. According to BPW, by regulating tyre pressure AirSave can save 250 litres of fuel, equating to 655 kilograms in CO2 emissions per year, (based on a tri-axle trailer with a mileage of 120,000 kilometres per annum).
Digital connectivity
Both TPMS and AirSave are designed to detect potential tyre failures before they escalate, allowing operators to address potential braking problems long before scheduled maintenance. With the integrated Cargofleet 3 telematics platform or the Driver App, drivers and fleet operators can gain valuable real-time data and insights from anywhere. This digital connectivity aims to improve informed decision-making, enhancing fleet management efficiency and helping to prevent costly downtime.
So, which is best for you?
Choosing between TPMS and AirSave will depend on fleet priorities. TPMS provides real-time data and allows for proactive action. AirSave is a fully automated system that continuously adjusts tyre pressure, making it ideal for fleets focused on minimising unplanned disruptions and breakdowns. Both systems offer benefits such as reduced tyre wear, improved fuel efficiency, and enhanced safety.
GETYOUR WHEELS IN A ROW
Stupertracker emphasises the importance of wheel alignment for commercial vehicles.
For commercial vehicles, proper wheel alignment is essential to ensure safety, efficiency, and costeffectiveness. Misaligned wheels can lead to uneven tyre wear, increased fuel consumption, and stress on suspension components. For fleet operators, these issues result in higher operational costs and reduced vehicle availability.
There are some fundamental key benefits of regular wheel alignment checks:
● Extended tyre life: Even a slight misalignment can reduce tyre life, increasing replacement costs.
● Improved fuel efficiency: Proper alignment minimises rolling resistance, reducing fuel consumption, particularly in larger vehicles like HGVs and buses.
● Enhanced safety: Misaligned wheels can compromise handling and stability, posing risks to drivers and other road users.
Electric commercial vehicles face additional challenges, with higher torque levels that can accelerate tyre wear, making alignment checks even more critical for businesses adopting zero-emission fleets.
Wheel alignment equipment
For workshops, wheel alignment is a service that can be offered as preventative maintenance, ensuring fleets can remain active while reducing pressure on repair budgets. With various systems on the market, from traditional laser aligners to advanced 3D and CCD technologies, how do you find the perfect fit for your needs? Here's some informed questions to help:
● How frequently do you need to use the equipment?
● What range of vehicles do you need to use the equipment on?
● Do you require just a quick tracking check or a full 4-wheel alignment?
● What space requirements do you have for wheel alignment?
Wheel alignment equipment options
Modern alignment systems come equipped with various technologies, each offering unique benefits.
Laser wheel alignment is affordable and reliable and is excellent for workshops looking for straightforward functionality, with the added benefit of being not being anchored to one bay in order to operate. Look for systems with upgraded green lasers, which offer increased visibility in a wider range of light conditions.
Charged coupled device systems are ideal for high-precision work, these systems use sensors and cameras to provide detailed alignment data in real time. Easy to operate for technicians with alignment help screens and vehicle databanks as well as being able to store customer data and provide printable visual reporting. In addition, these systems also don’t limit technicians to one bay.
3D alignment systems are cutting-edge and highly efficient, using cameras and targets to create a complete picture of the vehicle’s geometry. As with any advance technology this comes with a price. In addition, as cameras are usually installed on a fixed totem pole/crucifix, this does limit alignments to one bay.
Supertracker's range of laser wheel alignment systems aim to offer an affordable solution for those looking for simple tracking with the STR1500 tracking gauges or a more advanced single and twin steer wheel alignment solution that the STRT4 offers. Supertracker has also taken a significant step forward by introducing green laser technology to its commercial wheel alignment systems.
PREPARING FOR THE HEAT
tips on tyre care and how correct maintenance can support drivers and businesses’ bottom lines.
As temperatures rise, it's essential to take proactive steps to ensure light commercial vehicle fleets are ready for the warmer months. Proper tyre maintenance during this time not only enhances safety and comfort but also helps keep business operations running smoothly. Here is some actions Davanti advises you should be taking to stay prepared.
Monitor temperature and weather conditions
To avoid any unwanted costs, ensure you and your drivers are aware of monitoring the weather and temperatures for the benefit of tyre safety and maintenance. Higher temperatures can lead to increased road friction, which in turn, can cause tyre temperatures to rise significantly, which may lead to blowouts.
Be mindful of high temperatures and adjust your driving habits, for example reducing speed, and avoiding heavy loads, to prevent the overheating of your tyres. With warmer weather on its way here in the UK, it’s essential to consider investing in tyres designed for summer weather, such as Davanti’s Vantoura DX450.
Monitor tyre age
Tyres naturally age over time, and even if they aren’t heavily used, the rubber can deteriorate, resulting in cracks and reduced performance. It’s important for fleet managers to monitor the purchase dates of fleet tyres as well as look out for general wear and tear. These days, it’s relatively easy to keep track of the manufacturing dates, as this information is typically stamped onto the side of each tyre, referred to as a DOT code. Davanti recommends replacing tyres that are 6-10 years old, regardless of usage.
Ensure the correct loading and weight
distribution
It’s crucial to stress the importance of not overloading a vehicle with your LCV drivers. Excess weight and the improper distribution of weight can lead to unnecessary pressure on tyres, causing premature wear or even blowouts.
Choose the right tyre for your fleet’s needs
Finally, you must establish what tyres align with your fleet’s needs, as different LCVs will require different types of tyres. For example, delivery vehicles that travel long distances
at high speeds need tyres suitable for fuel efficiency and comfort, while vehicles that operate on rough or uneven terrain might need more off-road-ready options.
It’s also important to consider the seasons in which your drivers will be doing most of their travel. Summer, winter and all-season tyres all have their own capabilities and benefits and so, seasonal tyres should be taken into consideration when making a purchase for your fleet.
Choosing the right tyres for LCVs can not only boost productivity but – over time – reduce downtime and costs too. Over the past decade, Davanti has significantly expanded its product range to meet the diverse needs of its customers.
Looking at commercial vehicle tyres specifically, as we head towards the warmer months, it may be that the most recent addition to Davanti’s Vantoura range, the DX450, would work best for your fleet’s requirements. The DX450 is said to be a highly durable and efficiency-led van tyre for LCVs with exceptional mileage capabilities, designed to keep drivers moving in both wet and dry conditions.
REFRIGERATION REGENERATION
Orbia Fluor and Energy Materials examines how a new economical high performing refrigerant, the R-444A, boosts service options.
Anew refrigerant option known as Klea Edge 444A has made its way to UK markets. R-444A has been thoroughly vetted for over a decade and is under consideration for first fill by leading vehicle manufacturers worldwide. As an option for aftermarket vehicle service providers, it boosts A/C system performance at a lower price. So, why should I consider using R-444A over R1234yf in vehicle A/C service?
There are four primary advantages:
● Performance: R-444A will cool a vehicle up to four minutes faster than R-1234yf.
● Energy efficiency: R-444A consumes less energy during a typical driving cycle, offering an advantage for those looking to improve thefuel(ICE)or battery(EV)range.
● Cost: R-1234yf being under patent protection, comes with a high price tag. In contrast, R-444A uses common and “public domain” refrigerants for lower relative cost.
● Reliability: R-444A has no known conditions under which it can polymerise. Other refrigerants in the market have shown this scenario, which has led to the clogging of A/C systems and service equipment.
Amid the evolving landscape of vehicle thermal management systems and of regulatory pressure it is worth noting that R-444A meets the F-Gas low GWP requirement with a CO2 equivalence of 93. As for PFAS (poly-fluoroalkyl substances), R-444A breaks down into substantially less trifluoroacetic acid than does R1234yf, making it the more environmentally safe choice.
What is R-444A?
R-444A combines R-1234ze (83 per cent), R152a (5 per cent), and R32 (12 per cent) to create an azeotropic blend with a 7° K glide, meaning the difference between the lowest and highest refrigerant boiling points. R-1234ze is the base contributing to its low GWP, while R-32 packs the performance and capacity that drives R444A performance.
So, what new tools/equipment are needed to service R444A? Initially, R-444A service will be retrofit, or changeover from R-12324yf during a normal service event. An R-1234yf machine will recover and recycle the R-1234yf, while a set of gauges, a vacuum pump and a scale are all that is needed to recharge the system. Recovery/recycling equipment is available to service the retrofitted R-444A fleet.
How to retrofit an R-1234yf vehicle to R-444A
Using certified Refrigerant Recovery
Recycling device for the refrigerant to be replaced, remove the refrigerant from the vehicle per proper device operation. Note the amount of oil removed. The company suggests adapting the low and high side service ports –R-444A ports have been designed and will be available during 2025.
Place label for new refrigerant over the current label per local regulations. Complete any needed system repairs. Add specified oil based upon amount removed during recovery, or as prescribed by the refrigerant manufacturer. Using dedicated tools/equipment (may be repurposed from R-134a or R-1234yf) for the new refrigerant, connect to vehicle and vacuum system for 10 minutes. Vacuum leak test for 5 minutes. Continue to (8) if vacuum drops less than 3 in/Hg, otherwise, repeat step 7. Using the same equipment charge vehicle with new refrigerant by 1) pressure or 2) by weight.
By pressure (TXV only): >64-80F (18-27C) charge to 160 psig (11 barg) with A/C system on in fresh air mode and fan on high. At greater than 80-100F (27-37C) charge to 200 psig (13.8 barg).
By weight: Set charging scale to either the R-134a or R-1234YF weight indicated on the J639 label or directed by OEM service information. Charge from virgin R-444A or R-456A cylinder in liquid state. Start vehicle and turn A/C on Max. Observe pressures and ensure center vent temperature meets specification. Close the high side coupler and allow the pressures to stabilise. Close low side coupler and disconnect from the vehicle.
A/C FAULTFINDING
The compressor is central to the air conditioning system as it compresses and circulates the refrigerant around the system’s sealed loop. After the refrigerant cools down in the condenser, it flows through the thermal expansion valve (TXV) to the evaporator and then returns to the compressor for the cycle to be repeated for as long as the A/C is in use. Thanks to the thermodynamic changes that occur to the refrigerant during its circulation, it is possible to reduce the temperature inside the cab. Therefore, the optimum efficiency of the compressor is an absolute requirement for performance of the entire A/C system. Except in rare cases of extremely high mileage, A/C compressors are generally durable components, so damage is most often due to their incorrect operation and neglect of regular A/C system service and maintenance.
The optimum efficiency of the compressor is an absolute requirement for performance of the entire A/C system.
Follow along with an air conditioning compressor fault diagnosisand replacement procedure from Highway Automotive.
Fault diagnosis
To determine whether the compressor is functioning correctly, requires a pressure gauge to be connected to both the high and low pressure ports of the A/C system. Before starting the compressor, both gauges should indicate the same pressure, typically between 5 to 7 bar, depending on the refrigerant temperature. Once the air conditioning system is turned on, the low pressure should decrease by approximately 2 to 3 bar, while the high pressure should rise to about 14 to 18 bar. However, these values may vary based on the type of system, vehicle, and ambient temperature. In addition, before checking these pressures, first ensure that the system contains the correct amount of refrigerant. If the low pressure is higher than expected and the high pressure is lower, or if there are significant pressure fluctuations, it may indicate that the compressor is damaged.
Verifying the correct operation of the compressor control system is another essential diagnostic step. If the system uses an electromagnetic clutch, the process is straightforward: when the compressor clutch solenoid is activated, the pressure changes described earlier should be reflected. For compressors controlled by a solenoid valve, check the control signal, which is a PWM (pulse width modulation) signal, and ensure that the valve is operating correctly. Noisy operation or refrigerant leaks may also indicate compressor damage and for more complex automatic A/C systems, will need the error memory and actual parameters of the air conditioning controller to be read using a diagnostic tester, to make an accurate diagnosis.
Compressor troubleshooting
If the compressor is found to be damaged, the next step is to recover the refrigerant from the system and remove the compressor, but the ports must be plugged immediately, to prevent moisture from entering the system.
Spontaneous and premature compressor failure is relatively rare. Therefore, the root cause of the damage must be carefully analysed and resolved before installing a replacement, so take the appropriate steps to minimise the risk of premature failure happening again.
If the compressor is seized, the entire system must be flushed in order to remove any debris and contaminated oil. However, before starting this operation, check what condenser type is built into the system. If it is a parallel flow solution, it will not be possible to flush it out thoroughly, and replacing it is recommended.
In contrast, a spiral-flow condenser can be flushed, but check its overall condition before doing so. Bent or missing fins, or visible corrosion, also qualify this component for replacement. Other components that need to be replaced when the compressor is seized include the TXV and the filter drier (container). Additionally, it is crucial to inspect the condition of the belt drive system. Pay special attention to the belt, tensioners, guide rollers, and any alternator one-way clutch.
Before installing the new compressor, check that it contains the correct amount and viscosity of oil and it is mandatory to install new sealing O-rings during the process, but ensure they are moistened with oil from the compressor.
After completing the installation, check the system for leaks using either the pressurised nitrogen or hydrogen detection (sometimes referred to as hydrogen testing) method. Then, create a vacuum to dry the system thoroughly before filling the system with the correct quantity of refrigerant. Adding too little refrigerant can reduce cooling efficiency, while too much can cause overheating or damage to the compressor.
“It is mandatory to install new sealing O-rings during the process”
After the installation, the AC system must be switched on and the temperature of the air being supplied to the cabin checked. In addition, the pressures should be rechecked, paying particular attention to the high pressure reading because if it’s excessive, it may indicate a low capacity in the condenser, which could quickly damage the new compressor.
Finally, in cases of significant compressor failure, such as seizure, bearing issues, or internal valve damage, immediate compressor replacement is the only realistic repair option.
Product options
Bearing in mind the extensive use and the demanding conditions they operate under, only replacement parts that are explicitly designed and reliably solve the problem, are appropriate for commercial vehicle repair, which is why Highway Automotive is part of the solution.
The company has put together a premium quality range of A/C compressors that includes more than 115 part numbers corresponding to in excess of 335 original equipment CV part numbers, primarily for various DAF, MAN, Mercedes and Scania models.The fit and finish, along with the helpful installation guide that is supplied with every compressor, ensures that they are easy to install, and each comes with a 24-month warranty.
KEEPING IT COOL AND GREEN
partnership that could help change this.
The refrigeration systems used to maintain cold chain integrity continue to rely heavily on fluorinated greenhouse gases, commonly known as F-gases.
These synthetic refrigerants, including R452a, pose a significant threat to the environment. With a global warming potential often exceeding 2,000 times that of carbon dioxide, their contribution to climate change is both significant and long-lasting.
These gases routinely leak during installation, through wear and tear, and in everyday operation. Even modest
incompatible with long-term climate goals.
Yet, despite this, most refrigerated LCVs entering service today – both battery electric-powered and diesel –continue to have these legacy systems. The result is a growing mismatch between the trajectory of greener vehicle innovation and the reality of refrigeration practice – a structural misalignment that risks undermining the credibility of net-zero fleet strategies.
The cold chain industry stands at a pivotal juncture. It must now reframe refrigeration not as an afterthought, but
as a core enabler, or limiter, of Net Zero. Doing so requires more than a technical upgrade; it calls for a complete design rethink of how cooling is integrated into modern fleet operations.
Emission-free refrigeration
Against this backdrop, a new solution is already emerging in the market. pbx’s ecos M24 represents a step change in how the industry can approach temperature control.
Rather than seeking marginal improvements to existing systems, pbx has built a transport refrigeration unit from the ground up that eliminates the need for Fgases entirely. At the heart of this system is R290 propane, a natural refrigerant with a global warming potential of just 3. It’s already well established in fixed installations across the food retail and pharmaceutical sectors.
pbx has successfully adapted this lowimpact solution for mobile, urban, and high-demand environments.
The ecos M24 is a sealed system, with no need for refrigerant top-ups, no requirement for leak checks and no specialised training for service technicians.
Controlled wirelessly and installed without intrusive dashboard controllers, it reduces workshop time while supporting rapid conversion cycles. In a sector where skilled labour is increasingly stretched, and uptime is critical, this is nothing short of transformative.
Scaling the transition
What makes this solution particularly impactful in the UK is its exclusive distribution through CoolKit, a longstanding leader in temperature-controlled van conversions.
CoolKit’s engineering expertise and market reach provide a platform to deliver pbx’s technology at scale, backed by technical integration support and fleetfocused advisory. The partnership between pbx and CoolKit aims to bring together complementary strengths: refrigeration design with practical, real-world delivery capability. It also signals a willingness to collaborate beyond proprietary boundaries,
not to gatekeep the technology but to make it widely available to converters who share the goal of a truly zero-emission cold chain.
Compliance to complete advantage
For fleet operators, this convergence of sustainability, efficiency and simplicity unlocks clear advantages. Eliminating Fgases not only addresses an urgent environmental issue but also removes a future regulatory and servicing liability.
Propane’s superior thermodynamic performance supports stable temperature control, even in variable urban conditions. And by reducing weight and complexity, the pbx unit can also deliver meaningful payload and energy efficiency gains - translating into real-world operational savings. But perhaps most importantly, this technology provides an opportunity to future-proof fleet investments.
As emissions standards tighten and corporate ESG scrutiny intensifies, systems that proactively eliminate climate change contributors will be essential.
For cold chain logistics to meet the demands of sustainability, public health and urban air quality, refrigeration must evolve in parallel. Those who move early will help to define the standard for what a truly modern, emissions-free fleet looks like.
The blind spot is becoming a focal point, and that’s exactly where the future begins.
AIR CONDITIONING CONDENSER ADVICE
Effective air conditioning is a very important factor for the wellbeing of the drivers responsible for delivering goods throughout the country, and for the vehicles carrying the loads, which is why the regular maintenance of the A/C system should be a priority for every fleet operator, argues Nissens.
Although every part of the A/C system is vital to ensure that it all operates effectively, without the correct amount of refrigerant it will not be able to deliver the cooling efficiency it’s designed to and it could also have a catastrophic effect on components, such as the compressor. However, with regular A/C maintenance, the refrigerant can be kept at the correct level, which will allow the system to run efficiently at full capacity. In addition, regular checks at least once a year, can also help identify potential faults and prevent other problems arising, significantly lowering overall running costs.
As the refringent in the sealed loop within the system is pressurised, and that
pressure increases as the A/C is being used, the risk of leaks is an ever-present threat. Therefore, examining the overall tightness of the system, including the integrity of joints and seals, is an important aspect of maintenance and should be undertaken every time a vehicle enters the workshop.
However, the most vulnerable component within the A/C system is the condenser, because its intricate design makes it relatively fragile and its positioning, which needs to be in an unrestricted airflow, means that it is also susceptible to damage from salt spray and debris thrown up from the road, as well as from bird strikes or impacts from other foreign objects.
Condenser replacement guidance Should the condenser require attention, it is crucial to inspect it thoroughly, including a detailed surface and joint inspection to spot possible leaks. Stains that attract dust highlight potential leak spots, as the leaking refrigerant leaves lubricant tracks that it sticks to. If necessary, repair all the components related to its seating and mounting because issues like rust and cross threaded screws will complicate the installation process.
Removing any rusty parts and applying an anti-corrosion coating to the repaired components is a good way to ensure their better ongoing protection. Also, to avoid unnecessary vibrations affecting the new condenser, it’s recommended that rubber pads and inserts are replaced as well. Additionally, ensure that no tubes or electrical wires are rubbing against the new condenser, as this could cause unnecessary damage and shorten its lifespan or lead to other serious problems.
Before installation, all gaskets must be replaced, and the O-rings lubricated with oil designed for the A/C system in the vehicle and if the drier is not an integral part of the condenser, it should be replaced before installing the condenser.
When installing the new condenser, inspect for cleanliness and tightness, and if necessary, repair parts and the related connection couplings. It’s also important to
remember that it should not be adapted to fit the mounting area by being bent, stretched, or forced into place, instead it should locate easily on its mountings.
Effective leak detection
After installing the condenser, it is essential to check the entire system for leaks, ideally with one of the following procedures: UV dye tracking, prolonged pressure test with nitrogen charge and electronic leak detection, and/or a longterm vacuum test, as examples.
However, to ensure the optimal tightness of the system, Nissens Automotive, recommends the long-term nitrogen/nitrogen compound test method, which should be undertaken for as long as possible, but for two hours at an absolute
minimum, ideally at above 10bar/145 psi pressure. Do not exceed the systems maximum operating pressure, typically 32 bar. Providing that there is no pressure loss on the control pressure gauge during the extended test period, the system can be filled with refrigerant.
Condenser design
The condenser is an aluminium alloy component that plays a critical role in facilitating the refrigerant’s thermodynamic transitions between gas and liquid, a process that is essential for cooling the vehicle’s cabin. The component is in the front of the vehicle, so is exposed to the elements, and features numerous thin fins, which are specially designed metal slats that facilitate heat transfer.
Unfortunately, these fins can be easily damaged, leading to a significant decline in the A/C system’s performance. In extreme cases, the damage can lead to micro leaks in the condenser tubes, allowing the refrigerant to escape. As a result, the condenser is one of the components that most frequently requires replacement, which is why choosing one of the appropriate quality is vital.
To that end, Nissens Automotive has developed a special corrosion-protective coating that aims to considerably extend the lifespan of its condensers. It is based on a powder coating that precisely covers the entire surface of the part, creating an effective protective barrier thats helps to repel corrosive agents attacking the surface.
TAKING THE HEAT OFF
Extending its air-conditioning expertise into the automotive and commercial sector in recent years, AP Air Europe discusses a growing trend in refrigeration.
Since being appointed an exclusive distributor by Denso, AP Air has supplied A/C service machines across the UK to address what it believes is a growing trend. Group sales manager, Mike Beswick commented “With around 50 per cent of new vehicles globally now using the newer type of refrigerant R-1234yf, workshops have had to review and update their A/C servicing equipment. This situation has given us a platform to highlight to garages the many benefits of charging stations like CTR’s and support them along the way.”
With businesses already facing challenging trading conditions any expenditure must be justified and in the case of air-conditioning, garages are finding cost-saving solutions can be found with a charging station. Designed to recycle refrigerant by removing moisture, A/C service machines generate waste reduction saving which, due to escalating gas prices, soon add up.
As well as posing health and
environmental risks, manually recovering and recharging refrigerant in an airconditioning system ties up often over-stretched staff resources. The introduction of a digitally calibrated service machine, however, can overcome all these issues. Units with automatic working cycles like CTR’s Kheos Plus for R134a and Kristal Base for R1234yf create the capacity for more jobs to be put through the workshop, quickly and efficiently, whilst time-saving machine features like an in-built vehicle database give technicians easy access to recommended refrigerant levels.
Mike Beswick added: “Advising on machine suitability is just the start of the process. We want customers to get the most out of their investment which is why we offer a complete support service. From machine installation through to planned maintenance and repairs on or off-site, spare parts and even F-gas training.”
Induction heaters PRODUCT SPOTLIGHT
Induction heating is quickly becoming a must-have tool in commercial vehicle workshops, and it’s not hard to see why. In 2025, more and more technicians are putting down the oxy-acetylene torch and picking up an induction heater instead. It’s faster, safer, and more efficient all round.
Unlike flame-based systems, induction delivers rapid, targeted heating with no flame. That alone brings a whole list of benefits: fewer fire risks, lower insurance costs, and no need for extensive training. It’s also cheaper to run in the long term, with no gas bottles to rent, store, or replace. Also, when you’re working on modern commercial vehicles, packed with sensors, wiring, plastics, AdBlue tanks and other sensitive components, avoiding stray heat is essential. That’s where induction really impresses.
Rather than blasting heat across a wide area, induction precisely heats the metal component itself. It focuses energy directly into the part that needs expanding, loosening, or heating, without affecting surrounding areas. That makes it ideal for trucks, buses, trailers, and plant machinery, vehicles where damage from excessive heat
can be expensive and dangerous.
It’s not just safer, induction is also faster. The time saved on each job adds up, especially when dealing with seized parts. For workshops, the switch from flame to induction immediately shows benefits in terms of time saved and reduced rework. With minimal training needed and a quick learning curve, it’s easy to bring staff up to speed too.
Put to the tank test
GYS recently visited MrHewes, a Youtuber and specialist in extreme heavy vehicle recovery, known for handling unique vehicles, including tanks. These machines present the most demanding challenges for heating equipment due to the sheer thickness and toughness of their components. On this occasion, a completely seized tank ringlet, an extremely robust metal fitting, had proven impossible to remove, even after multiple attempts with an oxy-acetylene torch.
Using the GYS Powerduction 220LG, a 22kW induction heater, the component was heated in seconds. The ringlet glowed redhot and was released cleanly and safely,
without the need for direct flame or prolonged exposure. This is just one example where induction heating is faster, safer, and more useful than oxy-acetylene in heavy-duty applications.
GYS offer a wide range of induction heaters, from tank-heating powerhouses like the Powerduction 220LG to highly portable options that easily run off inverters and generators. There is a unit to suit any commercial vehicle workshop or even mobile repair.
Made in France, all GYS induction heating machines are supported by a 50strong UK team covering technical sales, demonstrations, and service. With stock held in a UK warehouse, many units are available for next-day delivery. Customers also benefit from full aftersales support, delivered by a dedicated team of technical service engineers.
AXLE HALF-SHAFT PULLER
LASER TOOLS
Removing a half-shaft from an HGV axle can be a tough job –Laser Tools’ 9035 axle half-shaft puller is designed to make the process faster, safer, and damage-free. This tool attaches to the half-shaft fixing bolts and locates behind the end cap, providing controlled extraction of the shaft from the axle. For particularly stubborn shafts, the puller driver head is shaped to allow the use of a copper mallet to deliver the necessary shock to help release the shaft. The comprehensive kit includes:
● Stud adaptors.
● Half-shaft end cap puller lugs (shaped for different axle configurations).
● Puller bridge.
● Puller driver (hammer impact compatible).
The puller-lugs are designed for multiple axle types: Relief side fits 12bolt axle flanges and full side fits 8-bolt axle flanges.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBU021 GOTO
SQUEAKY CLEAN JEFFERSON TOOLS
The Jefferson Tools electric pressure washer range includes three models, tailored to meet different requirements. For those looking for extra power, the 2000W 150 bar pressure washer features an induction motor for greater longevity and improved efficiency, with a water flow rate of 7.2 litres per minute to tackle heavier cleaning tasks. The 3000W 170 bar pressure washer sits at the top of the range, with high-pressure output and an 8.7 L/min flow rate, ideal for those needing extra capacity for stubborn dirt and debris. Both the 150 bar and 170 bar models also feature an integrated detergent tank, aiming to allow for quick and easy application of cleaning solutions. All three machines are built with a stainless steel three-axial piston wobble plate pump, delivering consistent high-pressure performance while minimising wear and tear. The total stop system automatically shuts down the pump when the trigger is released, reducing energy consumption and protecting the motor from unnecessary strain during regular use. Reinforced high-pressure hoses and quick-connect couplings ensure fast, secure changes between attachments, helping to keep downtime to a minimum.
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WHEEL BEARING RANGE FRASLE MOBILITY
Frasle Mobility has officially launched its Nakata brand into the UK market, and is set to bring its extensive Brazilian expertise to the UK, backed by the global strength and resources of Frasle Mobility. The first product range to arrive in the UK is Nakata’s wheel bearings. The range covers all three generations of wheel bearing technology, ensuring comprehensive vehicle coverage and offering distinct benefits to customers. Generation 1 wheel bearings, available with ball or tapered rollers, reduce friction between the axle and hub and are known for their durability and adjustability, making them ideal for older or heavy-duty vehicles. Generation 2 bearings feature integrated hub assemblies and built-in seals for enhanced protection against contaminants, improving performance and reducing maintenance. The most advanced in the range, Generation 3 bearings, are fully integrated units with built-in sensors that monitor wheel speed, supporting vehicle safety systems such as ABS and traction control.
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HEAVY-DUTY WHEEL DOLLY LASER TOOLS
Removing and manoeuvring large, heavy wheels in the workshop is now easier and safer with the Laser Tools wheel dolly (part number 8608).
Designed for HGVs, large vans, and 4x4 vehicles, this robust tool allows a single technician to remove, transport, and refit wheels weighing up to 150kg with minimal effort. The adjustable rollers ensure a secure fit for various wheel sizes, and when refitting, the heavy-duty industrial-grade roller bearings let users easily rotate the wheel for precise alignment. Other features include:
● Effortless wheel handling – makes it easy for a single operator to remove, transport, and refit large, heavy wheels without strain or risk of injury.
● Adjustable roller position – ensures a secure fit for different wheel sizes.
● Smooth and controlled positioning – rollers fitted with heavy-duty industrial-grade bearings to allow precise alignment when mounting or removing wheels. Simply tilting the dolly back on the rear rollers lets you lift the wheel to the studs, then spin the wheel into the exact position.
● Ideal for HGV, 4x4 and commercial vehicles – designed specifically for large, heavy wheels, making it a must-have tool for truck and fleet workshops.
● Portable and easy to use – lightweight yet strong and durable, allowing technicians to move wheels effortlessly across the workshop.
WANT TO KNOW MORE?
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SANDING AWAY
MIRKA UK
Mirka UK has launched Iridium Soft, a flexible film on a soft foam backing which is suitable for pre- and post-paint applications, especially hard-cured coatings found in the collision repair sector. The abrasive’s three-part multifit hole configuration constructed with a polyurethane layer on a flexible foam base and long-lasting aluminium oxide grains, is designed to follow the contours of a vehicle closely for precision sanding, providing great cutting performance and even sanding results. Key features include efficient dry sanding in eight grits, from 400 to 2000 for a wide range of sanding applications, a soft foam base that aims to conform effortlessly to curves and contours for smooth, even sanding, clog-resistant due to Mirka’s dust extraction pattern and a fine scratch pattern ensures that the surface is evenly prepared for the next step, such as priming, painting, or polishing. It prevents visible scratches after finishing.
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BAND MOUNTED SENSORS HAMATON
Hamaton’s valve-mounted EU-Pro Truck 1.0 sensors are already available to purchase and its banded version of the EU-Pro Truck sensor is also now available! The EU-Pro Truck 1.0 band mounted sensor (BMS) is the same TPMS sensor technology as the valve mounted sensor (VMS), but with a flexible, durable, universal fitment band for easy installation and maintenance without valves, that is designed to fit seamlessly into existing truck, bus or trailers’ tyre changing procedures.
Offering universal, adjustable fitment for heavy-duty and commercial vehicle wheels, the banded version of the EUPro Truck 1.0 sensor does not require any modification, additional tools, or components such as a cradle to fit, and features band loop mounts and hook and loop fastenings for fast and efficient fitment and maintenance. EUPro Truck 1.0 BMS bands (6-B01) are also sold as a separate consumable to provide garages and workshops with convenience when servicing commercial vehicle TPMS maintenance.
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APRIL'S TOPFIVE
business tips, it’s a great source of information right at your fingertips.
If you’re not already convinced, this month, CVW takes a look back at the most popular articles on the website from the past month.
3
1 CUTTING COSTS
Looking for a quick and cost-effective method for repairing damaged axle threads and wheel nuts? Look no further than this first popular online article from Premier Pits, detailing its tool the Thread Saver.
WWW.RDR.LINK/ VBU027
2
TROUBLESHOOTER
Next up, Ben Martins, automotive application specialist at Pico, gets to the bottom of issues afflicting a DAF with a dashboard full of warnings and alarms!
WWW.RDR.LINK/ VBU028
TOP TIPS
In this next popular online article, Diesel Technic shares its top ten tips for working with leaf springs. This includes making sure spring holders are not under tension when tightening and turning the steering wheel straight for maximum safety.
WWW.RDR.LINK/ VBU029
4 LASER FOCUSED
To help improve visibility, precision and clarity of the laser line in its wheel alignment system, Supertracker has updated its commercial system to operate using green lasers. CVW hears more in this next article!
WWW.RDR.LINK/ VBU030
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5 BELOW THE BELT
Rounding off this month’s list of popular online articles, the team at febi look at the make-up of an auxiliary belt and some problems, causes and solutions when it comes to maintaining them.
WWW.RDR.LINK/ VBU031
Here is a useful summary of all the adverts that appear in this issue of Commercial Vehicle Workshop. Each is listed with its page number and a direct URL that will get you straight to the relevant online information.
