Commercial Vehicle Workshop September 2026

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CVW COMMERCIAL VEHICLE WORKSHOP

SEPTEMBER 2026

ALL POWERED UP How battery monitoring is moving maintenance from reactive to predictive

A BIT OF LIGHT READING Why EMC protection matters when specifying auxiliary lighting

Also in this issue...

● Top tips on windscreen repairs on CVs ● A look inside Scania’s new Stockton-on-Tees workshop ● Why effective fuel filtration is critical for protecting modern diesel injection systems

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CONTENTS

Volume 23

Issue 8

REGULARS

22

5

Viewpoint

14 Tech Tips

6

News

17 Business & Training

9

Special Report

48 What’s new?

BATTERIES & LIGHTING 22 Poor-quality lighting can disrupt more than visibility, causing interference and electronic faults in modern commercial vehicles. HELLA explains why EMC protection is essential when choosing auxiliary lighting. 25 Veloris, distributor of Exide, addresses vibration which is an ongoing issue for CVs which is made worse by the need to mount batteries at the end of the chassis. 26 Ring makes an argument for commercial vehicle technicians having the correct battery support equipment. 28 Looking for some tips for to extend the service life for your batteries? Look no further than this article from Banner Batteries. 30 EnerSys, manufacturer of Odyssey Batteries, explains how battery monitoring is helping shift commercial vehicle maintenance from reactive to predictive. 31 BPW Limited helps commercial vehicle operators and technicians save time, cut maintenance costs and improve road safety with Ermax lighting systems.

BODY REPAIRS & REFINISHING 33 Mirka UK’s Steve Smith explains how the right tools and processes can boost productivity without compromise. 34 Laser Tools showcases its new Power-Tec products range.

33

35 Fix Auto Felixstowe has installed the Axalta Irus Mix, the automotive refinish industry’s fastest fully automated, hands-free mixing machine. 36 Victoria Evans from Esprit Windscreen Repair Equipment shares insights into how ADAS is changing the game when it comes to windscreen repair. 38 Read all about the successful refurbishment of a Scania 560, completed by James Burrow of Burrow Fabrications using HMG Acrythane 4G. 41 Witham Group’s new Prolan Rust Prevention Range uses a high-performance, lanolin-based formula to protect chassis, underbodies and electrical components

FILTERS 42 Ceramex explains how an effective DPF cleaning can provide a cost-efficient way to keep heavy-duty diesel vehicles compliant with evolving emissions standards.

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44 Diesel Technic explains why evolving cabin filtration technology and expanding Japanese truck coverage mean correct filter specification and fitment matter more than ever. 46 MANN+HUMMEL explains why effective fuel filtration is vital to protecting diesel systems, maintaining performance and avoiding costly downtime. SEPTEMBER 2026 CVW 3

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VIEWPOINT

www.cvwmagazine.co.uk

CVWmagazine

@CVWmagazine

EURO7: ARE YOU READY?

Editor FREYA COLEMAN cvw@hamerville.co.uk

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Group Editor KIERAN NEE Digital Manager KELLY NEWSTEAD Digital Assistant JOE CLARKE Group Manager ALEX DILLEIGH Advertisement Manager MARCUS HOOPER Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 post paid Airmail £99 post paid Europe £70 post paid To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk. Printed by Stephens and George Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2026

10,190 From July 2024 to June 2025

Associate member

here is always a temptation with new emissions legislation to look at the date, look at the vehicles affected and think: “We’ve got plenty of time.” I know I'm guilty of this when it comes to editorial deadlines! In the workshop, I’m not sure that’s the best approach. This November marks an important point in the introduction of Euro 7, with the new standard beginning to apply to new types of LCVs in the EU. Heavy-duty vehicles have a longer runway, but for the commercial vehicle aftermarket, the countdown has already started. What makes Euro 7 particularly interesting is that this isn’t simply another tightening of what comes out of the exhaust. It takes a much wider view of a vehicle’s environmental impact, bringing areas such as brake particle emissions, tyre wear and battery durability into the conversation. In other words, the definition of an ‘emissions problem’ is getting broader – and that matters to workshops. We only need to look at today’s diesel vehicles to see how much emissions legislation has already changed the job. DPFs, SCR systems, AdBlue and NOx sensors are now everyday workshop territory, but diagnosing them correctly can be anything but straightforward. A fault code might point towards a particular component but knowing why that component is reporting a problem is where the technician earns their money. Euro 7 will only make that diagnostic knowledge more valuable. For independent workshops, preparing for all this isn't necessarily easy. Training costs money. Diagnostic equipment costs money. Technical information and subscriptions cost money. And when the workshop is already busy keeping customers' vehicles on the road, preparing for technology that hasn't arrived in volume can understandably fall down the priority list. But waiting until an unfamiliar vehicle is sitting immobilised in bay three isn't much of a strategy either. Now is the time to start asking questions. What training will technicians need? Is your diagnostic equipment ready for the next generation of vehicles? Do you have access to the right technical information? And who in the business is keeping an eye on what's coming next? There is an opportunity here, too. Every major technological change creates a knowledge gap. The workshops that invest in knowledge early often become the ones other people turn to when they can't solve a problem. Euro 7 won't transform the commercial vehicle parc overnight. But November should still serve as a useful warning shot. The vehicles are changing. The regulations are changing. And the skills needed to repair them are changing too. The question isn't whether Euro 7 will eventually reach the workshop door. It's whether we'll be ready when it does.

Freya Coleman Editor

The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication

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CVW NEWS

CVWmagazine @CVWmagazine www.cvwmagazine.co.uk

NEWS IN

BRIEF

■ RTX Scotland reveals 2026 details. The show is returning to Glasgow’s Scottish Event Campus (SEC) on the 18th –19th of November 2026 with an expanded exhibition, longer opening hours and enhanced networking facilities.

■ MAN begins production of MCSready eTrucks. The truck and bus manufacturer has announced the first series-produced eTruck equipped with the megawatt charging system. This is said to have made it the first manufacturer in Europe to bring the new CV-specific charging technology into practical operation.

■ Vicovanu expands Krone fleet with new telematics capability. The long-standing relationship with Krone has continued with the acquisition of a further 15 Box Liner FS10 sliding chassis trailers, all equipped with Krone telematics and taking the company’s Krone fleet to approximately 109 units.

■ Michelin expands EV fleet. Michelin’s Connected Solutions Division (CXS) has added 19 electric vans to its operational fleet as part of its ongoing efforts to reduce emissions and increase the use of sustainable transport.

■ Automotive charity Ben appoints chair of trustees. Jonathan Hewett has been appointed as chair of Ben, alongside new trustees Darren Edwards, Georgina Hoare, Damian Oton and Pia Wilkes CBE. The appointments come as Ben embarks on developing its long-term vision to help create an industry where everyone can access the support they need to thrive.

6 CVW SEPTEMBER 2026

Workshop upgraded with column lifts Each mobile column has a lifting capacity of 7.5 tonnes, providing a combined lifting capacity of up to 60 tonnes when used as a set of eight lifts. This makes them ideally suited to servicing the wide range of heavy-duty trucks and trailers that pass through the workshop. Despite being a cabled system, the mobile columns can be easily manoeuvred into position using an integrated hydraulic pallet truck mechanism with patented overload protection. This allows the lifts to be positioned around different vehicle configurations before being moved aside

when not in use, helping to maximise valuable workshop space. The ST1075FSA is equipped with Stertil-Koni's intuitive ebright Smart Control System, featuring a full-colour touchscreen that allows engineers to operate individual columns or complete lifting sets from any column within the system. Workshop productivity is further enhanced by the column's fast lifting speed. The ST1075FSA reaches its maximum lifting height of 1,850 mm in just 75 seconds, making it one of the fastest mobile column lifts available.

Be prepared for Euro 7 Euro 7, the toughest vehicle emissions standard yet introduced, will apply to newly launched light commercial vehicle models from the 29th of November 2026, with heavy goods vehicles following from May 2028. For the first time, the standard regulates particulates from brake and tyre wear alongside exhaust emissions and extends the period vehicles must remain compliant to ten years or 200,000 kilometres, double the current requirement. The government is separately consulting on adopting equivalent rules in Great Britain, aligning UK regulation with the EU standard. New vehicles will also need to be fitted with on-board monitoring systems capable of tracking exhaust emissions in real time throughout the vehicle's life, flagging to drivers and fleet managers when repairs to emissions control equipment are needed. For fleets, this shifts emissions compliance from a one-off approval at purchase to an ongoing

responsibility, with alerts that will need to be acted on promptly to avoid vehicles falling out of compliance mid-contract. Dawsongroup vans, a nationwide commercial van rental company specialising in long term fixed term rental agreements to meet specific business needs, has been tracking the implications for fleet operators closely. Simon Ridley, managing director at Dawsongroup vans, said the timing could not be more difficult for a sector already under pressure. “Fleet operators are being asked to absorb another layer of complexity at exactly the point when van registrations are falling and business confidence is weak,” says Ridley. “Euro 7 isn't just a tailpipe issue. It touches vehicle durability, monitoring systems and how manufacturers price new models, and all of that eventually lands on the operator's balance sheet.”

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Energy costs putting pressure on fleets A study by Webfleet has revealed, more than half (51 per cent) of UK fleets say fuel and energy costs are placing the greatest pressure on their budgets. The survey also found vehicle maintenance and downtime was the second-biggest concern, cited by almost a quarter (24 per cent) of respondents. The findings come amid renewed volatility in global energy markets. Although fleets have limited influence over these external pressures, the research also highlighted the financial impact of inefficiencies within

their day-to-day operations. More than a quarter of fleets (28 per cent) said avoidable vehicle downtime was the inefficiency having the greatest impact on costs, while 23 per cent pointed to underutilised vehicles or assets. Driver time lost to delays or poor scheduling was cited by a further 16 per cent, with 13 per cent pointing to inefficient routing and planning. Taken together, 67 per cent of fleets said avoidable downtime, asset underutilisation or lost driver time had the greatest impact on fleet costs.

NEWS IN

NUMBERS

47%

of logistics and transport professionals are suffering from musculoskeletal disorders. Subsequently, Logistics UK is stressing the importance of a safe working environment.

12.2 %

HIFI Filters are the proud sponsor and supplier of filters to JP Truck Racing in 2026!

the amount by which new light commercial vehicle registrations have increased year-on-year in June, reaching 31,602 units and marking a third consecutive month of growth according to figures released by the SMMT.

24 % of new van sales to be zero-emission in 2026, rising toward 70 per cent by 2030, fleet operators are under growing pressure to move quickly.

14.1%

UK HGV registrations fall The UK’s new heavy goods vehicle market continued to lose momentum in the second quarter of 2026, with registrations falling 14.7 per cent as operators delay fleet investment amid ongoing economic pressures. According to the latest figures from the Society of Motor Manufacturers and Traders (SMMT), 8,687 new HGVs were registered between April and June, taking the first-half total to 18,158 units, down 8.9 per cent on the same period last year. Both major vehicle sectors recorded double-digit

declines during the quarter. Articulated truck registrations fell 12.4 per cent to 3,832 units, while rigid registrations dropped 16.4 per cent to 4,855. Tractor units remained the largest segment, accounting for more than two in five new HGV registrations despite volumes falling 13.7 per cent to 3,706 units. Zero-emission HGV registrations increased by 4.7 per cent during the quarter to 90 vehicles, lifting market share from 0.8 per cent to 1.0 per cent. However, batteryelectric trucks continue to represent only a tiny proportion of overall demand.

of all authorised HGV warranty claims can be accounted to NOx sensors, making them the most common repair across ther UK truck parc according to research from Warranty Solutions Group.

SEPTEMBER 2026 CVW 7

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NEWS SPECIAL REPORT

INSIDE SC ANIA’S NEW STOCKTON-ON-TEES BRANCH CVW 's Freya Coleman recently attended to the opening of Sania's new Stockton-on Tees branch and was given a tour by the branch manager, Sally McFarlene.

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here is something immediately striking about Scania’s new Stockton-on-Tees branch: it feels like a facility designed not just for the trucks and customers it serves, but for the people who work there. Opened as a replacement for Scania’s Darlington branch, which had been operating for more than 40 years and was working close to capacity, the new groundup facility is around three times larger. Situated in the heart of Teesside’s industrial hub, it puts Scania closer to the region’s oil refineries, freight port and major chemicals, steel and heavy industries, while also sitting on the A19 corridor.

For Sally McFarlane, the branch manager, the move represents a huge change. “It is going to be a big transition,” Sally explained during my tour. “We’re so used to being on top of each other, whereas now we’ll have more space, but we will do it. We will get used to it.” Walking through the building, it is easy to see what she means. Everything is bright, clean and new, from the spacious front-ofhouse area and meeting rooms to the hot-desk facilities designed for Scania staff who work across different branches. Behind the reception area is the wider non-workshop team, responsible for preplanning, organising workshop activity, parts

and the logistical work that keeps everything moving. Rather than being isolated from one another, the new layout is designed to encourage the team to work together. The facilities available to drivers have also been given considerable attention. There is a dedicated driver waiting area, available whenever the branch is open, as well as shower facilities. For drivers who can spend weeks away from home, being able to freshen up while their vehicle is being worked on is an important detail.

Then comes the workshop itself The branch has a large workshop facility, with around 90 per cent of the equipment brought in being new compared with the old site. The investment runs into millions of pounds, and the difference is particularly apparent in the facilities provided for technicians. There are separate clean and dirty areas, lockers for technicians, ventilated lockers for boots and dirty overalls, showers and dedicated changing facilities. Importantly, the branch also includes a female changing room – something Sally is particularly proud of. She is keen to see more women enter the workshop environment, and her own career is a powerful example of what is possible. “I was once that young girl sat on the desk at the front,” Sally told me. “If somebody sees me now, whether it’s somebody else, that’s what I want.” The haulage and heavy-vehicle sector remains male dominated, she acknowledged, but Sally is determined to challenge that. The new facility is currently home to 25 technicians, with plans to develop the team further over the next 18 months.

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NEWS SPECIAL REPORT

For her, building the right team is just as important as finding people with the right technical skills. “It’s not necessarily about who’s best. It’s the best fit,” she said, explaining that values, morals and character are hugely important when recruiting. Technical skills can be taught; those personal qualities are much harder to instil. That approach is particularly relevant at a time when the industry is facing a shortage of skilled technicians. Scania already takes on apprentices through its fully accredited three-year apprenticeship programme, with the aim of developing technicians from within the business. Sally says recruitment is difficult, particularly when experienced technicians can be tempted to move elsewhere, but investing in people and retaining them is critical. “You don’t just look at what you need now. You look at what you’re going to need in the future,” she explained. The new Stockton facility also highlights a side of Scania that is perhaps less familiar to those who associate the company purely with trucks. During the tour, Sally showed me the Power Solutions operation, which deals predominantly with engines and components. Scania engines are used across a wide range of applications, including machinery, boats, generators, crushers and loading shovels. For the Stockton branch, that wider role is an important part of its identity. The team works with customers across the region,

including at quarries, on boats and with industrial equipment, demonstrating just how broad Scania’s operation really is.

Location, location, location Location was clearly an important consideration when the new site was selected. Stockton is approximately 15 miles from Darlington, but the move is not simply about having a larger building. Sally explained that Scania looked carefully at its customer and network base before deciding where to invest. The new site is closer to the coast and, crucially, sits on the A19, giving it much better access to the transport routes used by the region’s heavy-vehicle operators. That does mean the move will make things more convenient for some customers and less so for others. But Scania’s approach is to use its wider network to make sure customers continue to receive the support they need.

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10 CVW SEPTEMBER 2026

“We are a team as a branch, a team as a region, and a team as a network,” Sally said. “If I can’t accommodate you, where do you go? We help them find out.” It is that sense of teamwork that perhaps best sums up the impression left by the visit. The new Stockton branch is undoubtedly a significant investment in Scania’s UK operation. The building is bigger, the equipment is newer and the facilities are considerably more comfortable and practical than those at the Darlington site. But speaking to Sally and seeing the operation first-hand, it becomes clear that the investment is about more than bricks, equipment and workshop bays. It is about creating a working environment where technicians can do their jobs properly, giving drivers better facilities, making room for the business to grow and creating opportunities for the next generation of people entering the industry. For Sally, there is also something particularly special about being part of a project built from the ground up. “It’s amazing,” she said. “To start a branch from scratch, from the ground up… there’s an awful lot of money into the back of it, so it’s got to be justified. You’ve got to have the backing behind it.” Standing inside the new facility, it certainly feels like an investment with a long-term purpose. Scania’s Stockton branch is not simply a bigger replacement for Darlington. It is a statement of intent for the future of the business in Teesside – and, judging by the enthusiasm of Sally and the team who will call it home, one they are more than ready to embrace.

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TECH TIPS

COMMON FAULTS Clutch slips and judders Clutch specialist febi shares some repair solutions for when the clutch slips or judders.

CLUTCH SLIPS Symptom: Clutch facing worn.

Symptom: Flywheel depth too big and heavy scoring marks. Cause: ● Mating surface of the flywheel badly worn. ● Incorrect flywheel, wrong or excessively refaced. Solution: ● Replace or reface the flywheel as necessary

Cause: ● Worn/wear and tear. ● Incorrect driving practice: resting foot on the clutch pedal or prolonged operation of the clutch. ● Incorrect clutch fitted. ● Defective release system.

Cause: ● Incorrect grade or no grease. ● Replace the defective clutch parts and lubricate correctly. Solution: ● Replace the defective clutch parts and lubricate correctly.

14 CVW SEPTEMBER 2026

Cause: ● Clutch disc fitted incorrectly. ● Incorrect clutch parts fitted. Solution: ● Check the clutch disc and replace in the case of severe damage.

Solution: ● Eliminate the cause of the fault and replace the clutch kit.

Symptom: Pressure plate diaphragm fingertips, prematurely worn.

Symptom: Gearbox guide tube worn and heaving scoring marks on the bearing (inner diameter).

Symptom: Marks on the clutch disc e.g on the clutch disc retainer plate.

Cause: ● Incorrectly adjusted clutch release system. ● Incorrect driving practice: resting foot on the clutch pedal or prolonged operation of the clutch e.g at red lights. ● Clutch release system stiff/seized. ● Clutch release bearing obstructed/faulty. Solution: ● Check the clutch release bearing mechanism and adjust/replace if necessary. ● Replace the clutch pressure plate.

Symptom: Clutch facings or clutch pressure plate overheated or burnt. Cause: ● Clutch overheated by slipping too long. ● Oil contamination on the clutch disc or flywheel facing, due to a leaking engine oil seal or gearbox oil seal (reduced coefficient of friction). ● Incorrect clutch fitted. ● Defective release system (cable or hydraulics). ● Too much or incorrect grease on the gearbox input shaft. Solution: ● Eliminate the cause of the fault and replace the clutch kit.

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CLUTCH JUDDER Symptom: Oil or grease on the clutch parts

Symptom: Flywheel depth too big and heavy scoring marks Cause: ● Mating surface of flywheel not refaced. ● Flywheel not replaced. Solution: ● Replace or reface the flywheel as necessary.

Symptom: Clutch lever or diaphragm fingertips, bent or broken Note: the height difference of the diaphragm spring fingers can only be measure when installed. Cause: ● Incorrect installation practice: bolts were not tightened sequentially and evenly. ● Transport/handling damage. ● Clutch release bearing off-centre. ● Clutch release shaft defective. Solution: ● Check the clutch release bearing mechanism and replace if necessary. ● Replace the clutch pressure plate.

Symptom: Tangential strap on clutch pressure plate bent or broken Cause: ● Incorrect installation practice: bolts were not tightened sequentially and evenly. ● Play in the drive train e.g worn out flexible disc, worn out gearbox bearing. ● Clutch previously damaged e.g by being dropped. ● Incorrect clutch fitted. ● Incorrect driving practice: harsh gear changing. Solution: ● Eliminate the cause of the fault and replace the clutch pressure plate.

Cause: ● Too much/wrong type of grease on the gearbox input shaft. ● Leaking engine oil seal or gearbox oil seal. Solution: ● Eliminate the cause of the lubrication leak. ● Replace the deflective clutch parts.

Symptom: Stiff/sticking clutch disc on the gearbox input shaft Cause: ● Corrosion in the hub spline profile. ● Dirty/corroded gearbox input shaft splines. ● Hub profile damage due to rough handing/fitting/alignment.

Symptom: Gearbox guide tube worn and heavy scoring marks on the bearing (inner diameter)

Solution: ● Check the hub profile, then clean and lubricate the profile with grease. ● Replace the clutch disc.

Cause: ● Incorrect grade or no grease. Solution: ● Replace the defective clutch parts and lubricate correctly.

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SEPTEMBER 2026 CVW 15

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BUSINESS & TRAINING

COMPANY PROFILE AME Auto CVW ’s Freya Coleman speaks to AME Auto managing director David Smith about the company’s evolution, the challenges facing the aftermarket and its plans to grow Hazet Tools' presence in the UK.

Q

Could you start by introducing yourself and telling us a little about your background? A: I’m the managing director of AME Auto Limited and I’ve been in the automotive industry since I was an apprentice back in the 1980s. I started life as a technician – or mechanic, as we called it then – and worked for OEMs including Mazda and Kia. I’ve been working in the business I now run for more than 20 years. It started life as Bedford Genuine Parts, but over that time it has developed into an aftermarket specialist parts procurement and distribution company.

Q

Can you give us a brief history of AME Auto and how the business has evolved? A: AME Auto came about through a management buyout at the end of 2016 and beginning of 2017. Before that, I worked for Bedford Genuine Parts, which was part of the Amethyst Group. When I joined, I knew the business needed additional strings to its bow. Using our supplier relationships and knowledge of the industry, I started working with aftermarket manufacturers to develop product ranges, particularly coil springs and leaf springs.

The Ministry of Defence was Bedford Genuine Parts’ biggest customer, and we remain an MoD supplier today because we diversified our range. We’ve supplied parts for platforms including Pinzgauer, Land Rover, Foden and DAF. We’ve also worked with the MoD to reintroduce parts that are no longer available, including through reverse engineering. Obsolescence has been something we’ve worked with in many different ways, so a lot of what we do is about finding solutions to problems.

Q

What are the main services AME Auto provides today?

A: When I first started, we only sold Bedford parts. Now we don’t sell any, so we’ve had to diversify considerably.

Most of the products we supply are underbody components, including coil springs, leaf springs, shock absorbers, driveshafts, CV joints, steering pumps and some steering racks. We also have a range of light commercial vehicle parts covering wheel bearings, body and trim panels, lighting and locks. We tend to supply the aftermarket at a high level of distribution rather than factor level. We provide more than just the part, too. We can provide products ready for sale – packed, labelled and printed to the customer’s requirements. Our customers can essentially put it straight onto the shelf or sell it on.

Q

What role do the right tools and equipment play in helping technicians work efficiently and safely? A: Good tools are essential. You can damage things if you’re not using the right equipment, and having the right tool for the right job makes a huge difference to being able to repair things safely and without causing further damage. That applies both to the vehicle and the person doing the job. I still work on vehicles myself, and you’ve got to use the right tools. Otherwise, you can hurt yourself, round off nuts and bolts or create more work.

SEPTEMBER 2026 CVW 17

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BUSINESS & TRAINING

Investing in good tools is worthwhile because they pay for themselves over time. If you buy the right tool and buy it once, that’s better than saving a couple of quid and having to replace it a year or two later. For something you use every day, you should buy the best possible tool you can.

Q

How did AME Auto first come into contact with Hazet Tools?

A: Our relationship with Hazet came through the Ministry of Defence. We use a central MoD database that lists part numbers and suppliers. Items entering MoD stores have NATO Stock Numbers, allowing NATO and allied militaries to track particular components. We work with Pinzgauer vehicles and an enquiry came through for a particular tool. We identified the item as a Hazet product and contacted the company. Hazet later visited us while they were in the UK and we sat down and explained what we do, how we operate, who we work with and our connections within the industry. We then put a proposal together and we’re now distributing HAZET tools in the automotive arena as well as into the MoD.

Q

What attracted you to Hazet as a brand?

A: As a tool user myself, I could see they were producing incredibly innovative equipment. The quality is fantastic and the tools are really well made. Hazet has been in business since 1868 and remains a family-owned German company, so they must be doing something right. There are lots of companies supplying tools, so I think our focus needs to be on what Hazet does particularly well: workshop equipment and special tools. The standard hand-tool market is quite saturated. Where it gets really interesting is when you can provide technicians with specialist tools that solve a particular problem.

Q

We previously covered Hazet’s fifth-wheel lifting aid in CVW. Are there other specialist tools that particularly stand out? A: One example is an internal spring vice set. We supply a lot of springs ourselves, so it immediately caught my attention. On some vehicles, replacing a rear spring conventionally means disturbing the suspension and then having to reset the geometry afterwards. Hazet has developed a kit that allows the technician to compress and remove the spring without dismantling the rear suspension, so the time-saving can be significant. That kind of product is what attracted us to Hazet. The fifth-wheel lifting aid is another good example. I’ve watched people moving fifth wheels with forks and chains and seen them tilting all over the place. They’re heavy, greasy and unpleasant things to handle, so having a proper tool that gives you control makes practical sense.

Q

How would you describe your working relationship with Hazet?

A: It’s very good. We have regular communication with the team in Germany and they’re very supportive of what we’re doing. They want to see the brand growing in the UK. Hazet is incredibly well known in Germany and well thought of across Europe, but it has never had the same

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18 CVW SEPTEMBER 2026

brand awareness in the UK. That gives us an opportunity.

Q

Finally, what are AME Auto’s plans for the future?

A: Like every business, we have to diversify and adapt to what our customers and the market expect. Low-emission vehicles, zeroemission vehicles and electrification will bring challenges, but also opportunities. The good news for us is that we deal with things like springs. Whether you have an electric vehicle or an internal combustion engine vehicle, hopefully it’s still got springs. If they start making vehicles that hover, I’m out of business! The products are evolving too. We’re now working with composite leaf springs rather than traditional steel versions. They’re significantly lighter, which helps make vehicles more efficient and is particularly useful with EVs. With Hazet, we want to actively grow the brand in the UK and give technicians the opportunity to try the tools and experience their quality. As that grows, we’ll increase the amount of stock we carry. Hazet has around 18,000 different items and, while we won’t carry all of them, we expect to have several thousand individual part numbers available. For tools, availability is crucial. If a technician has a job in front of them and needs a particular tool, they need it quickly. We already have the warehousing, fulfilment and distribution capability to provide that next-day service and support the brand as it grows.

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BUSINESS & TRAINING The various knowledge zones were packed with eager seminar attendees.

ROAD TRANSPORT EXPO REVIEW Read all about the three days CVW team recently spent at RTX at Stoneleigh Park.

A

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nother trip to the scan the Road Transport Expo QR code! Marcus, our regional ad manager, certainly didn’t with championship truck racer disappoint – and once again, John Bowler on the MAHA stand. my feet were left wondering what they had done to deserve it. Held at NAEC turned out in force, creating a Stoneleigh from the 30th of real buzz across the June to the 2nd of July, RTX showground. From trucks and 2026 welcomed more than trailers to workshop equipment, 13,000 visitors and over 340 fleet technology, compliance exhibitors across its three-day run, solutions and operational support, there was reinforcing its position as a major fixture in plenty to see, and plenty of people to see it. the UK road transport calendar. As ever, there was a lot of ground to cover. Now in its fifth year, RTX has clearly Between navigating the exhibition, catching found its stride. Manufacturers, suppliers, up with familiar faces, grabbing interviews fleet operators and industry decision-makers and spreading the good word of CVW, there

The unveiling of the MAN eTGL: A fully electric 12-tonne rigid truck.

Lots of interesting products on display.

Engaging conversations happening on stands inside.

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Product demonstrations in action, even in the sun.

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Editor Freya on the BPW stand spreading the good news of CVW.

wasn’t much opportunity to put my feet up. The outdoor areas were particularly busy, with live demonstrations and vehicle displays giving visitors the chance to see some of the latest equipment in action. One of the strongest aspects of this year’s show was the quality of the conversations taking place. Exhibitors reported plenty of interest from fleet operators, transport managers, business owners and purchasing decision-makers, with visitors

Our group manager Alex and Andrew Simms from Morris Lubricants with a (cardboard) Dave Jenkins, championship truck racer and mechanic.

clearly keen to find practical solutions to the challenges they face every day. And that’s perhaps what makes RTX work so well. It isn’t simply about displaying the latest trucks or technology; it’s about bringing the industry together. The opportunity to have face-to-face conversations with suppliers, potential customers, partners and fellow operators remains hugely valuable at a time when so much business is conducted online.

Marcus having a go at winning at the truck scalextrics on the Prometeon stand.

For CVW, it was another great opportunity to meet readers and industry contacts, catch up with old friends and discover what’s new across the sector. All told, RTX 2026 was another strong showing, and a clear indication that the road transport industry remains engaged, ambitious and ready to look ahead. Just remember your walking shoes. And, if the weather forecast is anything like this year’s, perhaps some sun cream too! Two-time Britain's Strongest Man winner Adam Bishop showing off his strength.

Tasty on theme treats from Iveco!

SEPTEMBER 2026 CVW 21

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BATTERIES & LIGHTING

TR ACING THE CAUSE OF ELEC TRICAL INTERFERENCE Poor-quality lighting can create more than visibility problems. Within modern commercial vehicles increasingly reliant on sensitive electronic systems, inadequate EMC can lead to radio interference, electronic faults and repeat visits. HELLA explains why EMC protection matters when specifying auxiliary lighting.

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ew things are more frustrating for a workshop than a vehicle returning with an electrical issue. Yet when lighting induces radio interference or unexpected electronic faults, the cause can often be traced back to one overlooked factor: electromagnetic compatibility (EMC), or in other words inadequate interference protection. According to HELLA, this is an increasingly common consequence of poorquality lighting products being sold in the

22 CVW SEPTEMBER 2026

aftermarket. Although tempting with seemingly impressive specifications and competitive pricing, experts warn that there are factors beyond light output and beam pattern which are mere optical in nature. “Electromagnetic compatibility is often overlooked when specifying lighting," said Dave Clark, lighting product and brand manager at HELLA. "However, it plays an important role in ensuring lighting products operate alongside the vehicle's electronic systems without creating interference.” Modern LED lighting relies on electronic driver circuits to regulate power and deliver consistent performance. Without effective EMC suppression, these circuits can generate electromagnetic emissions that interfere with nearby electronic equipment. In commercial vehicles, where radios, telematics and other electronic systems are integral to their day-to-day operation, the effects can become immediately apparent. Drivers may experience persistent radio interference whenever certain forms of lights or flashers are activated, creating an unnecessary distraction during long shifts behind the wheel. For workshops, the issue can be equally frustrating. A lighting

installation may appear fault-free, yet the customer returns complaining of radio static or electrical interference that only occurs when the lights are switched on. Identifying the cause can add unnecessary diagnostic time and reduce confidence in the repair. HELLA says this is why EMC performance forms an integral part of its lighting development programme. Every lighting range, including its entry-level products, undergoes rigorous testing to ensure it complies with recognised automotive standards before reaching the market. Delivering effective EMC protection is not simply a case of increasing light output.

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The suppression technology required to prevent electromagnetic interference must be integrated into the lamp, with the additional circuitry influencing the shape and size of the unit. “There is always a balance between product design, size and the electronics required to ensure reliable operation,” said Dave. “The components needed for EMC protection are essential to minimise interference and ensure the lamp performs as expected once installed on the vehicle. This is why fully compliant lights may look slightly larger than lower-cost alternatives.” HELLA incorporates EMC protection across its lighting range. HELLA’s Black Magic product family, which includes the Tough Pro and Edgeless Pro lightbars, is approved to ECE-R10 requirements, with selected variants achieving CISPR 25 Class

3 standards. The DynaRay range also features integrated EMC suppression designed to protect radios and onboard telematics. The same protection extends to HELLA's VALUEFIT range. Beacons such as the VF 700 and VF SLIM Magnet solution functions effectively as a warning device while continuing to meet ECE-R10 and CISPR 25 Class3 requirements, demonstrating that entrylevel products do not have to compromise on electrical compatibility. HELLA's auxiliary driving lamps, including LED versions of the Antares and Jumbo series, are also integrated EMC suppression. Meanwhile, BST SLIM PRO flashers and K-LED QUADRA beacons are designed for demanding commercial,

WANT TO KNOW MORE? Make sure to scan the QR code!

agricultural and emergency vehicle applications where reliable communication is essential, meeting ECE-R10 requirements and, in selected models, achieving CISPR 25 Class 5 performance. As commercial vehicles continue to incorporate more sophisticated electronic systems, every replacement component has the potential to influence overall vehicle performance. HELLA believes that selecting auxiliary lighting engineered to recognised EMC standards can help workshops avoid unnecessary repeat visits, support first-time fixes and deliver the reliable performance that fleet operators increasingly expect.

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BATTERIES & LIGHTING

BAD VIBRATIONS Vibration is an ongoing issue for commercial vehicles, made worse by the need to mount the batteries at the end of the chassis, but quality battery manufacturers, such as Exide, have responded with batteries with extremely high resistance to it, which provides a great solution to this known problem.

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eloris, Europe’s largest battery distributor, is also Exide's primary UK distribution partner. Exide has been supplying lead acid batteries to VMs for more than 135 years and was first to introduce high vibration resistance batteries for CVs in 2008. In addition to the inherent vibration that affects batteries mounted at the rear of the chassis, the condition of the UK road network is putting extra strain on an already demanding situation. So, for Euro 5/6 vehicles with these rear chassis battery installations, their robust and high vibration resistant design makes them almost mandatory fitment for fleet managers actively seeking to minimise the possibilities of breakdowns. Being unable to deliver products because of a breakdown is a costly problem for operators, which is why the total cost of ownership is something that should be considered when batteries need replacing. The original batteries in many of these Euro 5/6 vehicles are reaching their end of life and with the problems associated with vibration, it would be foolhardy to consider replacing them with cheaper SLI batteries, when there is an obvious requirement for something far more robust and better able to face the vibration problem. Alongside the vibration issues, operators face two further challenges, the first being onboard energy demands from power hungry electrical equipment when vehicles are parked up, and second, the linked requirement to recharge the

battery quickly on start up to maximise the life of the battery and ensure the reliability of the vehicle. The Exide EFB PRO series aims to provide an excellent solution that effectively balances quality and reliability with cost, and the EE 1403 and EE 1853 together cater for many Mercedes and MAN applications. Although both have a similar case size, one has a 140 Ah capacity, whereas the other provides an even greater 185 Ah capacity. For higher capacity requirements however, the 235 Ah EE 2353 provides an even more powerful option, but understandably, it does have a slightly larger footprint. All share the unique carbon based formula of negative active mass, which enhances rechargeability and charge acceptance. In addition, the high vibration resistant technology allows them to pass the extreme vibration tests under European V4 standard (EN50342-1:2015). In detail the EFB PRO series encompasses several design features that allow them to perform to such high standards. These include a reinforced

container with additional ribs for better strength, a labyrinth integrated into the lid with a flame arrester and central degassing outlet for maximum safety and hot melt application over the plate group, which locks the cells together. Incorporating Carbon BoostÒ, Exide’s patented technology for fast charging and improved cycling and with heavy duty polythene polyurethane separator and glass mat for homogeneous compression on the positive grids, the outcome is a battery series that is fit for purpose and delivers for fleet and owner operators. Returning to a familiar subject, the more robust and durable the battery means a reduced cost over its service life, which means less replacements over the life of the vehicle and a reduced risk of unexpected or premature battery failure. In highlighting this positive option, Veloris continues to demonstrate its objective of delivering energy with certainty, connecting manufacturers to end customers, and providing the best advice and access to the most suitable replacement solution, so underlining its position as The Battery Partner.

WANT TO KNOW MORE? Make sure to scan the QR code!

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BATTERIES & LIGHTING

LEAN ON ME

Ring highlights the need for technicians to have the correct battery support equipment.

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s the hot weather can damage a battery the same, if not more, as the cold weather does, Ring is urging technicians to look at their battery care solutions to efficiently service batteries. The heat that the sun creates evaporates the vital fluids in a battery, and therefore it will send out a weaker charge to other areas of the vehicle, the warm temperatures also speeds up the corrosion process in a battery. The damage this heat causes to the battery can remain for months at a time, meaning that when the weather turns colder, it’s likely the battery will fail due to the effects the sun had on it. With batteries being a common issue for drivers, technicians should have the best equipment at hand to test and assist with any battery problems that enter the workshop. Ring Automotive has an impressive battery care offering, ranging from jump starters, analysers and chargers.

Battery charge There should always be a powerful battery charger on hand at a workshop. Ring’s professional range of smart chargers will not only add charge to the battery, but due to the nine stage charge cycle for Lead Acid/Gel/AGM/Calcium/EFB batteries and seven stage charging for Lithium batteries, ensures they can be left safely

Battery starter

connected on a permanent basis, compared to traditional trickle chargers. Ring’s RSCP5024 is a complete battery support unit, suitable for 12V and 24V vehicles with mixed battery types, including Lithium and start/stop. Slimline and light, it’s ideal for intensive use in fleets, as it also has test functions that provide battery and alternator diagnosis, which is crucial to find out the health of the battery. Using the power supply function, technicians can maintain a constant battery voltage level at both 12V and 24V for when appliances or programming and vehicle diagnostic equipment is connected and drawing power. The multi-chemistry and charging level selection allows the user to set the specific charge required for different battery types.

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26 CVW SEPTEMBER 2026

There are occasions when a battery just needs a jump start, Ring’s Jumpstart PRO 3000 (RJST3000) a powerful, portable lithium jump starter designed for workshops, mobile mechanics and fleet operators who need reliable performance for a wide variety of vehicles. The RJST3000 is 12V and 24V compatible and will jump start all petrol engines and up to 13L diesel engines, which makes it suitable for a wide range of vehicles, including heavy duty trucks. The unit has been designed to not only be tough but simple to use, so jobs can be done quickly. The interface uses easy to navigate lights to signify the different modes and battery status. There is also a warning light that alerts the user if there is an issue with the connection. A solid light indicates reverse polarity protection and a flashing light for temperature protection. Auto voltage detection, ensures safe operation across different vehicle types. The RJST3000 has a Boost function which revives completely flat batteries, reducing downtime for customers or fleets. With a compact design, RJST3000 only weighs 3KG, making it easy to carry. The built in clamp holders are ideal for storage and keep the wires tidy and safe.

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BATTERIES & LIGHTING

UP FOR THE JOB Banner Batteries explains how its product offering is meeting the demands of modern commercial vehicle batteries, offering tips for long service life.

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s is the case within the automotive sector, demands made upon modern truck batteries have continued to increase. And in line with such progression has been evolution of Banner Buffalo product range that serves to meet the starter and on-board power supply of today’s commercial vehicles. Most recently, Banner has expanded its AGM (Absorbent Glass Mat) Buffalo product range with the addition of a new 170 Ah model. And with it, the Buffalo Bull AGM 670 01, is set to deliver new standards of performance. With its B-Box dimensions (513 × 223 × 195/220 mm), it is ideally suited as a replacement for conventional HD, SHD, and EFB batteries of this size. With a longer service life and maximum reliability, even under the most intensive use, its triple cycle life compared to SHD batteries ensures greater durability, while optimized charge acceptance reduces the risk of failure. Thanks to its special plate fixation, the battery also offers maximum vibration resistance – a decisive advantage under tough operating conditions. The improved cold-start performance also ensures reliable starting even at sub-zero temperatures.

28 CVW SEPTEMBER 2026

As such Buffalo Bull AGM batteries specially developed for long-distance trucks and coaches with the highest energy requirements - stand out for their robust design and three times the cyclical stability of conventional batteries, even in the case of integral rear installation. When employed as a starter battery, Banner’s top CV product also aims to deliver maximum power for both starting and supplying on-board equipment. As a result, sufficient energy is constantly available even when the systems such air conditioning, auxiliary heating, refrigerators and entertainment systems are extensively used. Furthermore, the Buffalo Bull AGM battery can also be utilised purely as a service battery for on-board power supply in highly electrified, premium class commercial vehicles. “When it comes to trucks, agricultural and construction machinery, as well as snow groomers, investing in AGM technology is proven to pay off through a significantly lower risk of failure, longer service life, and reduced maintenance costs, and these are areas where the new Buffalo Bull AGM 670 01 will offer clear added value,” states Banner GB’s country manager, Lee Quinney.

“When it comes to trucks...investing in AGM technology is proven to pay off through a significantly lower risk of failure, longer service life, and reduced maintenance costs.” Lee Quinney Accommodating different power requirements As a total product offering, the Buffalo Bull series offers a wide range of battery types for a diverse range of applications. Maintenance-free, the Buffalo Bull EFB battery is also designed to offer outstanding cyclical stability, and its robust design featuring secure pack fixation and optimised active mass formulation make it the ideal solution for long-distance trucks and coaches with high energy requirements. Buffalo Bull SHD/SHD PRO batteries have been developed for modern distribution trucks and buses by providing additional cyclical and vibration resistance. Calcium technology and central degassing guarantee minimal water consumption, while maximum safety is provided by innovative features such as short-circuit protection and ESD plugs. The Buffalo Bull high-current battery represents an optimised solution for vehicles that require increased cold-start current, for example during hydraulic unit operations. A combination of high vibration resistance, calcium technology and innovative safety components means that the battery impresses even under extreme load conditions. Accordingly, the Buffalo Bull high current serves as a supplementary variant for niche applications in agricultural machinery or special commercial vehicles.

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Tips for long service life Whether used for frequent short journeys during distribution transport, stop-and-go operation, or the intensive use of additional electrical consumers in longdistance vehicles, regular battery checks and periodic external equalisation charging are recommended. Moreover, other important measures include the examination of the electrolyte level before charging. If topping up is required, demineralised or distilled water should be used, although in the case of AGM batteries this is unnecessary. It is also advisable to charge the battery actively using a suitable device such as a Banner Accucharger PRO 25A. This prevents

Important measures include the examination of the electrolyte level before charging. sulphation and maintains the battery capacity even during longer downtime periods. Furthermore, modern displays provide information about charge and power consumption levels in order that countermeasures can be taken at an early stage prior to critical values being reached. In conclusion, the Buffalo Bull range not only offers maximum safety and reliability

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for existing vehicle technologies, but they are also said to function in temperatures range below 0° Celsius without a heating function or the use of monitoring electronics. The dual use of AGM technology as either a starter battery or as a service battery for the on-board power supply also enables commercial vehicle manufacturers to provide economic and resource-saving energy solutions in hybrid and e-trucks. Furthermore, their extended service life and maintenance-free operation helps to reduce operating expenses, whilst supporting sustainable and economical fleet management.

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BATTERIES & LIGHTING

EnerSys, manufacturer of Odyssey Batteries, looks at why battery monitoring is moving commercial vehicle maintenance from reactive to predictive.

A PREDICTIVE SHIFT

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attery failure remains a common cause of roadside breakdowns for commercial vehicles, but many battery-related issues can be reduced through appropriate specification, regular visibility into battery condition, and betterinformed maintenance planning. As technology evolves, workshops have an opportunity to provide advice that extends beyond routine battery replacement, helping customers take a more proactive approach to battery management. For workshops, access to battery condition data can support more informed diagnostics, help explain replacement recommendations to customers, and create opportunities to discuss battery performance before a vehicle returns with a failure. Modern commercial vehicles place far greater demands on batteries than they did a decade ago, and batteries are no longer used solely to start the engine. They are responsible for supporting refrigeration units, telematics, auxiliary lighting and driver comfort systems. Double shifts, extended idling and hotel loads mean batteries are often powering equipment for long periods while the engine is off. Selecting an appropriate battery involves more than simply fitting a like-for-like replacement. By assessing how vehicles are being used and recommending the most appropriate battery technology for a fleet’s operating conditions, workshops can help operators to improve reliability and reduce the risk of costly unplanned downtime. Odyssey batteries, manufactured by EnerSys, are designed to meet the heavy

electrical demands of commercial vehicles. Unlike conventional lead-acid batteries, they combine high cranking performance with deep-cycle capability, providing the starting power required by commercial vehicles while supporting onboard electrical loads, even when the engine isn’t running.

Telling the full story The Odyssey Connect battery monitoring system enables users to monitor battery data through a Bluetooth connection on compatible Apple or Android smart devices. By providing real-time battery performance information, the system helps fleet managers identify any changes in battery condition that may require attention. Through the app, fleet managers can monitor state of charge (SOC), state of health (SOH), battery voltage, operating temperature and historical battery trends. By storing operating data over time, the system helps users identify gradual changes in battery performance rather than relying only on a single inspection during routine servicing. This supports more informed maintenance planning and helps highlight batteries that may require attention. If battery performance begins to deteriorate, the system provides an early warning, allowing maintenance to be scheduled before battery-related disruption occurs. ODYSSEY batteries are engineered with an AGM TPPL design, using 99 per cent pure lead plates that are thinner than the lead-alloy plates used in many conventional batteries. This allows more plates to fit inside each unit, helping deliver

WANT TO KNOW MORE? Make sure to scan the QR code!

30 CVW SEPTEMBER 2026

up to twice the power output of a conventional battery of the same size. Odyssey batteries are designed to provide strong cranking power, resistance to high-impact shock and performance across a temperature range of -40°C to 60°C. Jim Bevan, senior director, global transportation product management at EnerSys, said: “Battery failure can quickly become an expensive problem for fleet operators once roadside recovery, vehicle downtime and missed delivery slots are factored in. The ODYSSEY Connect battery monitoring system gives fleet managers visibility into battery condition, helping them identify changes that may require attention before they develop into roadside breakdowns. For workshops, that data can support diagnostics and create a clearer basis for recommending battery replacement as part of planned maintenance rather than emergency call-outs.” Because modern commercial vehicles rely heavily on electrical systems, battery condition is becoming an increasingly important part of fleet maintenance. Keeping pace with developments in battery technology gives workshops another opportunity to add value for customers.

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LIGHT IT UP BPW Limited is helping commercial vehicle operators and workshop technicians cut installation times, reduce maintenance costs, and increase road safety with its range of Ermax commercial vehicle lighting systems.

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ith over 70 years of specialist lighting engineering behind the Ermax brand, a key member of the global BPW Group, the lighting range delivers robust, high-efficiency illumination for heavy-duty commercial trailers and towing vehicles. Engineered specifically to withstand the harsh working conditions of modern transport fleets, Ermax products combine cutting-edge LED and hybrid technology with high-grade polycarbonate impact-resistant lenses and weather-sealed housings.

Plug and play technology For workshop technicians, one of the primary advantages of the Ermax system is its modular, plug-and-play cable design. Featuring pre-configured, ADR-approved harness kits with multiple high-durability connector options (including AMP 1.5 and Super Seal plugs), Ermax systems eliminate complex wiring and soldering. By removing the need for manual wire splicing, workshops can execute faster installations and light replacements, reducing labour costs and eliminating electrical fault risks caused by moisture ingress or poor connections.

Key Highlights of the BPW Ermax Range: ● Impact-Resistant Durability: Polycarbonate lenses and IPrated sealed housings shield internal components against high-pressure washdowns, road spray, debris, and extreme temperature fluctuations (tested from -40°C to +65°C). ● Modular Versatility: Full LED and cost-effective hybrid light options, including multi-function rear light clusters (such as the TM10 7-function taillight), side markers, outline lamps, and interior illumination. ● High-Lumen Work & Reverse Lamps: Powerful, energyefficient LED work lamps designed to provide optimal visibility around the vehicle during night-time loading and manoeuvring. ● Plug & Play Harnesses: Intuitive connection systems save technicians critical hours during installation or routine component replacement. The complete Ermax lighting portfolio, including full technical specification support and harness customisation, is available directly through BPW Limited.

WANT TO KNOW MORE? Make sure to scan the QR code!

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BODY REPAIRS & REFINISHING

THE RIGHT TOOL FOR THE JOB Mirka’s Steve Smith explains how smarter sanding tools and processes can increase efficiency.

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n today's commercial vehicle repair sector, workshops are under increasing pressure to complete repairs faster without compromising on quality. This means investing in the right products alongside optimising processes to increase productivity. The first area we need to look at is tools. Bodyshops are quite open to bringing on new tools once they have had the opportunity to get their hands on them. An example of this is where our team of technical experts is seeing businesses look at what they would deem ‘bigger’ tools. To meet this demand, the Mirka DEROS 750 is available with a 7-inch backing pad. This size of tool enables users to cover significantly more area with each pass, which is needed when preparing large commercial vehicle panels, trailers and van bodywork. In addition, it helps reduce the sanding times of these applications which, in turn, reduces key-to-key times.

Optimising workflow However, bigger tools are not the only way of improving productivity. Another way is by optimising processes. We know this because ‘successful’ workshops are continually reviewing workflows, identifying bottlenecks and ensuring technicians have access to equipment that helps them work smarter rather than harder. The way we assist with this is by providing customisable programmes for customers. We carry out a full evaluation of the business, which then leads to an action plan being agreed upon and

implemented. In addition, once the training is completed, it is all documented and followed up with regular meetings. We know this approach works because it allows our technical team to tailor each programme to the needs of the business to ensure their requirements are met, instead of it being a one-size-fits all approach. An equally important part of optimising the workflow is maintaining constant communication throughout the repair process. From estimators and technicians to painters and workshop managers, it is important that there is clear communication because it helps ensure repairs progress smoothly and reduce delays.

Quality first While speed is important, it should never come at the expense of the finish quality. Commercial vehicle operators expect repairs that return vehicles to service quickly and restore them to a professional standard. Investing in high-quality abrasives and sanding equipment helps workshops achieve consistent results while reducing defects that require additional labour to rectify. Better dust extraction, improved ergonomics and more consistent

sanding performance all contribute to a superior finish, helping workshops protect both their reputation and profitability. For heavier repair applications, stock removal remains another area where selecting the right tool can make a significant difference. The Mirka DEROS RS has been designed to remove material quickly while remaining easy to control. Alongside control, fast, efficient stock removal enables technicians to move through the early stages of a repair quickly before progressing to finer sanding and finishing operations. By reducing the effort required during these labour-intensive tasks, workshops can improve overall productivity without compromising operator comfort. Ultimately, successful commercial vehicle repair businesses recognise that productivity and quality are not competing priorities. By investing in modern sanding technology, continually optimising workshop processes and ensuring strong communication across the repair team, workshops can reduce repair times, improve consistency and deliver highquality finishes.

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SEPTEMBER 2026 CVW 33

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BODY REPAIRS & REFINISHING

SHINY NEW TOOL S Laser Tools showcases new additions to its Power-Tec range.

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ower-Tec has been providing innovative body shop repair tools and equipment - including the well-known Power-TEC Miracle Repair System - for over 25 years. Power-Tec products are approved and endorsed by most insurance companies for efficient and cost-effective repairs. The Power-TEC range is constantly updated with tools for faster body repairs. So, check out the ‘New from Power-Tec’ products featured on this page to give you the best and most up to date workshop essentials on offer.

92767 pulling tower For technicians working on a range of commercial vehicles, including trucks and vans, Power-TEC has launched a series of compatible tooling designed to meet your workshop needs. First up is the new 92767 Pulling Tower, a fast and easy-to-install solution for steel and aluminium panel repair, offering technicians a portable and highly adaptable pulling set-up for workshop use. Designed to deliver a pulling traction force of up to 600kg, the tower features a height-adjustable mechanical hoist with 27 height positions, giving users precise control during repair work.

92768 pole extension For added versatility on larger vehicles, the height of the Pulling Tower can be extended further using the optional 92768 Pole Extension. A steel extension pole specifically designed for use with the Power-TEC Pulling Tower, it adds an additional 700mm, with seven adjustable height positions and allows the tower to be used on both truck and van roof panel repairs.

92660 vertical pull kit As the third part of this trilogy of workshop essentials, the Vertical Pull Kit is an additional anchoring plate/suction pad made specifically for use with the PowerTEC Pulling Tower. It allows for the tower to be used in a vertical position such as pulling down on damaged floor pans or sills. The 280 x 330mm plate features a vulcanised rubber pad and is held onto the ground using the workshop air supply, allowing it to be used anywhere on the workshop floor without the need to drill in any anchor points or fixings.

To be used with Pulling Tower, please see Power-TEC part no. 92657

Power-TEC 92785 vacuum pull bar kit Again designed for use with the Power-TEC pulling tower range, the new Power-TEC 92785 Vacuum Pull Bar Kit gives bodyshops a smarter, more adaptable way to tackle angled and parallel pulling operations. The kit combines the 92771 Puller Bar Adaptor for Suction Pad, 92660 Vertical Pull Kit for Pulling Tower and the 92726

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Puller Bar & Chain into one practical solution for controlled pulling work. When used together, these components create a moveable yet secure anchoring plate and suction pad fulcrum-point that can be mounted on any smooth floor surface, using the workshop air supply to secure the unit to the floor. This gives technicians far greater flexibility during repair. By providing a stable floor-mounted pivot point, the 92785 Vacuum Pull Bar Kit significantly increases the potential uses of the Puller Bar & Chain, making it ideal for pulling down at an angle or parallel to the ground. This also makes it a valuable addition when working alongside dent removal systems, including PDR applications.

Power-TEC 92777 infra-red paint drying lamp The latest workshop wonder hot off the production line is the new Power-TEC 92777 Infra-Red Paint Drying Lamp. A compact, portable curing solution designed to help bodyshops reduce repair times and improve workshop efficiency. It’s ideal for spot repairs and small to mediumsized paintwork, with the 1KW infra-red lamp delivering fast, controlled heating wherever it is needed.

The lamp features a single short-wave quartz halogen bulb, producing temperatures from 40°C to 100°C, with an adjustable timer offering drying cycles from 1 to 30 minutes. Mounted on a folding tripod with an integral carrying handle, the mains-powered unit is easy to position around the workshop and folds away for convenient storage when not in use. Suitable for a wide range of workshop tasks, the lamp is ideal for accelerating the drying of filler, primer and paint, assisting with adhesive strip removal, or pre-heating panels prior to spraying. It provides an effective baking area of 0.5 x 0.6 metres, while the adjustable stand offers a working height from 640mm to 1520mm to suit

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HANDS-FREE MIXING Fix Auto Felixstowe has completed its installation of the Axalta Irus Mix, the fastest fully automated and completely hands-free mixing machine for the automotive refinish industry.

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ix Auto Felixstowe, an awardwinning and manufacturer-approved repair centre within the Fix Auto network, decided on the installation following a comprehensive evaluation of the market's leading paint technology platforms. The family-run business made the strategic decision to transition all paint operations to Axalta after reviewing the capabilities of the Axalta Irus Mix. The installation cements the Suffolkbased repair centre's reputation as an industry innovator. Fix Auto Felixstowe was among the first in the region to adopt semi-automated mixing several years ago.

This upgrade to Axalta’s fully automated, hands-free system sets a new benchmark for high-volume, quality-driven repair workflows in the UK. Sam Patterson, operations manager of Fix Auto Felixstowe, says, “Once we saw the capability of Axalta’s fully automated system, the decision was straightforward. The technology aligns perfectly with our focus on efficiency, accuracy, and future-proofing our operation. We always strive to work more efficiently, drive more profit, and operate sustainably. Thanks to Axalta Irus Mix, we can achieve high-precision formulation, reduced material waste, and consistent

repeatability, while saving more than 60% on labour time compared to manual mixing.” The Axalta Irus Mix operates using Axalta’s proven bottle system, eliminating the need to refill or decant product into special containers. The bottles feature precise dosing lids to deliver exact colour matches without waste and are manufactured using 50% recycled plastic to support environmental targets.

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SEPTEMBER 2026 CVW 35

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BODY REPAIRS & REFINISHING

WINDSCREEN REPAIR TIPS Victoria Evans from Esprit Windscreen Repair Equipment shares insights into how ADAS is changing the game, and how fleets and commercial vehicles can continue to save money, whilst ensuring that their vehicles are safe on the road.

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indscreens aren’t what they used to be. Once just a piece of laminated glass, today’s windscreens play a key role in a vehicle’s safety and tech systems. With the rise of ADAS, head-up displays, and augmented reality tech, your approach to windscreen repair and replacement needs to evolve too.

ADAS changes everything Back in the 1980s, when Esprit began offering screen repairs, it was a simple job. By the 1990s, British Standards dictated where and how repairs could be made, based on size and location. But in 2022, those standards were updated again, this time with ADAS in mind. ADAS has made windscreen replacement far more complex and expensive. Recalibration takes time, requires specialist equipment, and adds to the cost of replacement, and the vehicle’s time off the road. That’s why repair is becoming the goto solution wherever possible.

When and where you can repair The rules are clear: ● Avoid repairing in the hatched area around cameras or sensors.

● Avoid the direct field of view if the damage is larger than 20mm. ● Any other area? No problem – and ADAS won’t be affected. Worried about how a repair impacts safety systems? Don’t be. ADAS is designed to handle slight distortions in the screen, like a raindrop or smudge. A quality repair using a tested kit won’t interfere with the system. In fact, Esprit’s kit is certified by TÜV Rheinland to the ECE R43 standard; the same standard as a brand-new screen.

A more sustainable sell With rising interest in sustainability, fleets can also do the right thing – repair is always better for the environment than replacement. A repaired windscreen keeps waste out of landfills and lowers the overall carbon footprint of the job.

Repair = cost and time saving

The bottom line

Here’s where it gets interesting for your commercial fleet. If a screen requires replacement, that’s a specialist job. The vehicle is either going into the shop, or a replacement windscreen has to be ordered and fitted. For bus and coach companies, that might necessitate days off the road. Even for fleet vehicles, it’s downtime while a repairer can be called. But if you have the skill and equipment to carry out your own repairs in house, that’s time and money saved. Vehicles can be back on the road in half an hour, and no

If you’re not already repairing your fleet windscreens, you’re missing a quick, simple and cost saving opportunity. Whether you have a fleet of cars, buses and coaches or you’re with the emergency services, screen repair is: ● Cost-effective. ● Quick. ● Low-risk. ● Compatible with modern tech ● Good for your bottom line and the planet.

WANT TO KNOW MORE? Make sure to scan the QR code!

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external cost to you. The screen doesn’t require recalibration and your driver can get the vehicle to its next job. Once fleet managers realise they don’t need to remove or recalibrate anything, and the vehicle gets a cheaper, faster fix, it’s a no-brainer. But how quick and easy can repair really be? Esprit offers training in repair, including crack repair, we can go to your premises or you can come to us in Staffordshire. We demo a repair, train you and then have you carry out a repair as well. We also offer IMI Accredited training. We can train a small group, or an individual or we also offer “train the trainer” sessions if you have a lot of branches and want to carry out your own in house training. Basically, we offer bespoke training sessions, to suit the needs of each customer. Once you know how to carry out repairs, they take around 20-30 minutes.

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BODY REPAIRS & REFINISHING

THE PERFECT FINISH Burrow Fabrications completes a premium Scania 560 Refinish with HMG Acrythane 4G.

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comprehensive refurbishment project on a Scania 560 has been successfully completed by James Burrow of Burrow Fabrications, using highperformance coatings manufactured by HMG Paints and supplied by Mallaband Factors. The refurbished vehicle will be returning to the road in a high gloss red thanks to HMG’s market leading Acrythane 4G. The project involved a full sandblast and restoration of the vehicle, ensuring a clean foundation for a durable and high-quality finish. By combining expert fabrication and preparation with industry-leading coating systems, the refurbishment has delivered a long-lasting and professional result across all areas of the vehicle.

High-performance coating system To ensure maximum durability and protection, working with HMG Paints, the team at Mallaband Factors were able to specify a multi-stage coating system applied to different areas and substrates of the vehicle, each of which was carefully selected to suit the demands of heavy-duty commercial transport. Speaking of the project James Mallaband, artner at Mallaband Factors said “When we were approached by our customer James Burrow Fabrications to provide a high spec commercial vehicle refurbishment system, we knew that partnering with HMG Paints would be the solution, and we knew that Acrythane 4G topcoat would provide the ultimate high gloss, durable finish that the customer was seeking. In consultation with HMG’s technical team, a full system was designed and presented to James Burrow to meet the overall durability, protection, and final appearance that he was seeking.” The chassis was treated with a robust protective system designed to provide longterm corrosion resistance and a high-quality finish. The process included the application of EpiPrime, a Zinc Phosphate 2K Epoxy Primer, containing MIO, designed to offer the ultimate in heavy duty anti-corrosion protection. This was then overcoated with EP2 Epoxy Primer and followed by

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“We are thrilled with the professional support provided by Martin Binnington, Tony O’Connor from our paint manufacturer partner at HMG which helped ensure the supply experience, and end result for the customer exceeded expectation.” James Mallaband, partner at Mallaband Factors

Acrythane 4G black topcoat in RAL. The trifecta of products ensures exceptional adhesion, protection, and gloss retention in demanding operating environments. For the cab, a high-gloss premium finish was required, developed to provide outstanding gloss, final appearance and durability Acrythane 4G was the perfect choice. EP2 Epoxy Primer was selected as the primer of choice and overcoated by a coloured coat of Acrythane 4G in Red, an additional coat of Acrythane 4G Clear Gloss was used to enhance the distinctiveness of image and provide enhanced depth, shine, and long-term surface protection. Other vehicle areas, including plastics and secondary components, were coated using the same go-to system of EP2 Epoxy Primer and Acrythane 4G in a variety of colours, this approach ensured a consistent, high-quality finish across all surfaces of the vehicle. “We are thrilled with the professional support provided by Martin Binnington, Tony O’Connor from our paint manufacturer partner at HMG which helped ensure the supply experience, and end result for the customer exceeded expectations,” said James. A key success of HMG’s growth has been its close working relationship with its network of distributors who are all specifically selected.

Expert craftsmanship and quality materials Since launching in 2019, Acrythane 4G, with an optimised balance of early hardness, fast cure and long pot life, has fast become the go-to product for OEM’s, repairers and refinishers in many demanding marketplaces. Acrythane 4G is available in a wide choice of colours, including over 2400 from the HMG ColourBase Colour Box. The ColourBase Colour Box tool consists of colour chips, displayed in chromatic order within 20 fan decks. The ColourBase Colour Box is a multi-function tool, in the sense that not only each colour has a chromatic code that identifies its position in the colour sequence, but it also corresponds to a colour existing on the market for

reference. Acrythane 4G and its library of colours is available nationwide from HMG’s distribution partners, who like Mallaband provide local customers with market leading service and products. The project highlights the effectiveness of combining professional craftsmanship with advanced coating technology. With materials from HMG Paints, supplied by Mallband Factors, and the skilled workmanship of Burrow Fabrications, the Scania 560 has been restored to a standard that delivers both durability and visual excellence. This refurbishment demonstrates how modern coating systems and expert support and application can significantly extend the lifespan and appearance of commercial vehicles.

WANT TO KNOW MORE? Make sure to scan the QR code!

SEPTEMBER 2026 CVW 39

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BODY REPAIRS & REFINISHING

PROTEC TING CHASSIS FROM CORROSION

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he chassis and underbody of any vehicle are constantly exposed to water, road salts, mud and debris, making them highly susceptible to corrosion. As operational costs rise and fleet longevity becomes a critical metric for UK transport operators, leading lubricant manufacturer Witham Group has introduced a new high-performing Prolan Rust Prevention Range. Engineered to withstand the harshest road and weather conditions, this awardwinning, lanolin-based formula offers heavy-duty fleet operations a clean, highly effective way to protect vehicle chassis, underbodies, and electrical components from costly corrosion.

The Witham Group has the solution to keep your fleet working and MOT-Compliant with salt-proof corrosion protection without all the nasties

The problem underneath

Natural performance: The lanolin advantage

The underbody of any commercial vehicle is constantly exposed to water, road salt, mud, and debris. Over time, these elements turn vehicle undersides into a breeding ground for rust, quietly destroying fleet assets from the bottom up. For workshop managers, this corrosion translates into major operational issues: ● Failed MOT inspections: Structural rust on chassis, brake lines, and undercarriages leads to immediate vehicle groundings and expensive repair bills. Notably, MOT testers require clean components and actively penalise thick, messy greases or bitumen coatings. ● Winter salt assault: Highway gritters accelerate metal decay across subframes and suspension. ● Electrical failures: Moisture and salt creep into wiring looms, junction boxes, and battery terminals, creating frustrating, hard-to-trace faults. ● Escalating total cost of ownership: The ongoing replacement of seized bolts, fifth wheels, and leaf springs continuously eats into tight profit margins.

Unlike standard, toxic petroleum-based preventatives that easily wash away under high-pressure cleaning or quickly dry out and crack, the Prolan range is blended from natural sheep’s lanolin. This unique formula forms an exceptionally durable, flexible, and self-healing barrier against moisture, traffic film, and aggressive winter road salt. Because it is non-toxic, biodegradable, and user-safe, it allows commercial workshops to reduce hazardous chemical usage while extending asset lifespans significantly. The formula has already earned widespread industry acclaim, receiving awards for innovation at major trade exhibitions alongside outstanding reviews in independent automotive testing.

● Pressure-washer proof: Unlike traditional wax or bitumen coatings, it will not wash away during regular hot or cold high-pressure washdowns, preserving the structural integrity of the chassis. ● Invisible defence: Available in Standard and Extreme viscosities, it dries to a clear finish. This eliminates messy overspray and keeps components clean and accessible for MOT inspectors, while preventing seized bolts, fifth wheels, and springs. ● The mechanic’s friend: With no toxic fumes or sticky residue, it is completely safe for workshop technicians and can be used directly on rubber, battery terminals, and delicate wiring. Prolan chassis anti-seize grease For high-impact areas, Prolan Anti-Seize Grease provides a heavy-duty, multipurpose barrier engineered with maximum staying power. Designed for nuts, bolts, threads, weld seams, and sharp edges, it keeps vulnerable components moving freely and stops parts from getting stuck. Uniquely, it can be applied directly over existing heavy rust to create an instant waterproof seal that halts further decay. Weather-resistant and internationally NSF certified, it provides a safe, impenetrable shield that guarantees long-term serviceability across fleet vehicles.

Targeted protection for heavy duty The range features products tailored to CV workshop demands: Prolan chassis rust protection Prolan chassis forms a durable, longlasting film that penetrates deep into seams, joints, and leaf springs to stop structural rot before it starts.

The bottom line By switching to a natural, pressure-washerproof lanolin barrier, workshops can protect all types of metal, stop moisture penetration, and prevent the costly downtime of seized components, keeping fleets on the road and fully compliant.

WANT TO KNOW MORE? Make sure to scan the QR code!

SEPTEMBER 2026 CVW 41

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FILTERS

DPF CLEANING

FOR EMISSIONS COMPLIANCE Ceramex’s business unit director John Evans explains how the right DPF cleaning programme is a cost-effective solution to keep heavy duty diesel vehicles compliant with upcoming emissions standards.

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ne of the biggest challenges facing fleet managers is how to manage the total cost of ownership (TCO) for existing heavy-duty diesel vehicles as legislation drives stricter emissions control in our towns and cities. With Europe moving towards a phased compliance for Euro VII emissions standards in 2028-2029, it leaves managers of HGVs and public service vehicles with the headache of how to minimise operating costs, fleet asset values, and profitability. While there is a move towards electric vehicles, many plan replacement cycles over a decade in advance and the decisions made now will affect whether their existing diesel vehicles will remain compliant, operational, and financially viable beyond 2030. It’s not all about electrifying as quickly as possible, the real winners will come from those who manage the total cost of ownership across their existing diesel fleet while transitioning to electric or other zero emission options.

Keeping diesel compliant For diesel vehicles the total cost of ownership is increasingly driven by compliance risk and aftertreatment maintenance in addition to fuel costs and servicing. The new Euro VII standards have moved emissions compliance from a one off type approval test to lifecycle monitoring. It means that a vehicle running a degraded DPF two years into a service could be no longer compliant resulting in lost revenue. For vehicles that you are not replacing in the next couple of years, you need to run them at the lowest cost while keeping them compliant and on the road. It means that you must treat the DOC, DPF, and SCR system as an integrated unit. A degraded DOC undermines DPF regeneration, and a clogged DPF shortens the life of the downstream SCR catalyst.

DPF remanufacturing The single most effective measure is to move away from reactive DPF replacement when there is a fault to a scheduled exchange programme. You should collect filters as part of a preplanned cycle and swap them for cleaned or remanufactured units. This delivers three benefits to help you manage your costs. First, it costs you much less than fitting a new one, so it helps protect margins on those vehicles that have a known finite service life. Second, a properly restored filter that is verified to 95% + of its original OEM performance will reduce exhaust back pressure to cut fuel consumption and the frequency of active regeneration cycles. And finally, it changes an unpredictable cost that includes unplanned downtime, roadside failure, and a compliance breech, into a budgeted and planned service. And there is an ESG argument as well. Remanufacturing DPFs avoids the high embodied carbon costs of producing new

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ceramic substrates. One study found that remanufactured DPF units carry 8.3 kg CO₂e against 126 kg CO₂e for new. That's an emissions reduction that fleets can report alongside their EV rollout, rather than a sustainability story that only begins once the last diesel vehicle leaves the fleet.

need a big enough partner that operates locally. Ceramex has the capability to process tens of thousands of DPFs annually and has facilities in the UK, Europe, and India with joint ventures in North America and Japan.

Managing the gap

Finding the right partner When selecting a remanufacturing partner for planned maintenance, make sure that you demand evidence that the cleaned DPF is fit for purpose. This should include: 100% flow/back pressure testing that is benchmarked against the OEM reference data, digital traceability through unique unit IDs, and advanced inspection methods such as ultrasonic testing, thermal imaging, and endoscopy. Rigorous testing of repurposed filters will catch any faults that a visual check might miss. And yield rates really do matter. A filter that fails after cleaning will lead to further downtime and the cost of a replacement unit. Not all DPF cleaning is the same and this will affect whether the restored filter is “like new” or merely appears serviceable. Lower cost and older approaches such as “air knife” cleaning that only use compressed air will leave uneven residual deposits. You will see marks across the

substrate face, which means that soot and ash have been displaced but not fully purged from the channel walls. Incomplete cleaning will lead to higher back pressure, inefficient filtration or even premature failure when it is back in service. Water assisted processes avoid this. Our patented Xpurge system, for example, fills the DPF’s cells with de-ionised water before driving a pulse of compressed air through the filter. The water forces the compressed air across the porous cell walls to remove soot and ash from the inlet channels rather than simply knocking loose surface deposits. This method is said to be 30 per cent more effective than compressed air or other water-based systems on the market. It restores filters to as much as 99 per cent of their original OEM performance. For an efficient exchange programme, you also

It pays to consider the total cost of ownership separately for diesel and electric vehicles. The reality is that most operators cannot afford to replace their entire fleet in one go, even if they could doubts remain about available charging infrastructure and the range of current electric models. A better answer is to keep the diesel fleet compliant and efficient through scheduled, verifiable after treatment maintenance instead of a costly reactive alternative. If you adopt such a strategy, you can use the savings from running your diesel fleet more cost effectively and for longer to help fund a gradual transition to electric or other zero emission vehicles. You should not see your fleet as electric vs diesel but a well-managed whole that will contribute to a cleaner environment both now and in the future. Such an approach will help you avoid a panicked and large capital investment in the future.

WANT TO KNOW MORE? Make sure to scan the QR code!

SEPTEMBER 2026 CVW 43

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FILTERS

NOT JUST A FIVE-MINUTE JOB Diesel Technic's parts specialists explain why treating filters as a routine, interchangeable job, rather than a diagnostic opportunity, is costing workshops time, comebacks and customer trust.

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sk most technicians what the quickest job in the workshop is, and filters will come up fast. Pull the old one, drop in the new one, done. But that speed is exactly why filters get less scrutiny than almost any other part on the vehicle, and why they're quietly responsible for more comebacks than workshops realise. Two changes happening right now make this worth a second look: cabin air filtration has moved on considerably from the basic pollen filter most technicians grew up with, while Diesel Technic has expanded its filter coverage for Japanese commercial vehicle applications. Both mean the “any filter will do” habit is starting to catch people out.

Not interchangeable by default Not every cabin filter does the same job, even when they look near-identical on the shelf. A standard particle filter deals with dust, pollen and diesel soot. An activated

carbon filter goes further, absorbing gases such as ozone, nitrogen oxides and sulphur dioxide, and cutting odour. Biofunctional activated carbon filter technology goes further still: it's built across four layers preventing mould and bacterial growth inside the cabin.

A standard particle filter deals with dust, pollen and diesel soot. An activated carbon filter goes further, absorbing gases such as ozone, nitrogen oxides and sulphur dioxide, and cutting odour. Fitting the wrong grade isn't a safety issue, but it does undermine the reason the customer is paying for it. On buses and driver-heavy fleets particularly, that biofunctional layer is often the entire point of the job.

Direction matters It's a small detail, but it's one of the most common reasons a correctly specified filter still underperforms once it's installed. Cabin air filters carry an airflow marking for a reason: fit it back to front and the filter media doesn't perform as designed, even though everything looks correctly seated. If a customer comes back stating the air conditioning "isn't as fresh as before," it's worth checking orientation before assuming the part itself has failed.

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Japanese applications Isuzu, Hino, Fuso and UD trucks are a familiar sight in UK fleets, but many workshops are still applying European parts logic to them out of habit. The physical differences are often obvious once you're looking for them: smaller air filters, internal filter elements, and fuel filter configurations with sight glass and water separation that don't match a Scania, MAN or MercedesBenz part. They're easy to miss if a technician is working from memory rather than checking the part against the vehicle. Getting this wrong doesn't just mean a fitment problem at the counter. It means a second visit, a delayed vehicle, and a fleet customer who starts to wonder whether the workshop really knows their trucks. Diesel Technic has this year added oil, air and fuel filters for Isuzu, Hino, Fuso and UD to the DT Spare Parts range. The expansion forms part of wider new-to-range investment, with 291 parts added across the portfolio during the first quarter of 2026.

An inspection not a swap The fix here isn't complicated. It's about building in the habit of checking filter type against application before fitting, rather than after a comeback. That's true whether it's confirming which grade of cabin filter a driver-heavy fleet actually needs or doublechecking that a Japanese-application fuel filter isn't being swapped for a European equivalent that doesn't quite fit the housing. DT Spare Parts covers the full range, from particle, activated carbon and biofunctional cabin air filters through to oil, air and fuel filters for Isuzu, Hino, Fuso and UD, alongside its longstanding European coverage. Every filter is DTQS-tested for fitting accuracy and performance, with full application data available through the Diesel Technic Partner Portal. For anything that doesn't look quite right, the Parts Specialist HelpDesk is there to talk it through.

WANT TO KNOW MORE? Make sure to scan the QR code!

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FILTERS

FIRST LINE DEFENCE MANN+HUMMEL explains why effective fuel filtration is critical to protecting modern diesel injection systems from particulate and water contamination, helping UK commercial vehicle operators maintain reliability, emissions performance and uptime while avoiding costly, preventable downtime.

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uel filtration is a critical reliability factor in the UK commercial vehicle market. Modern trucks, buses, vans, agricultural machines and off-highway equipment rely on high-pressure diesel injection systems with extremely tight tolerances. Even small amounts of particulate contamination or water can cause injector wear, poor combustion, starting problems, warning lights and unplanned downtime. For fleet operators and workshops, the fuel filter is therefore not just a routine service item; it is a key protection component for the fuel system, engine reliability and emissions performance. The UK CV parc remains heavily dieselbased, although alternative fuels and electrification are increasing in some urban, light-duty and specialist applications. Diesel vehicles operating to Euro VI emissions standards typically use highpressure common-rail injection, exhaust gas recirculation, diesel particulate filters and selective catalytic reduction systems. These technologies depend on stable combustion and accurate fuel delivery. If fuel filtration is inadequate, injector spray patterns can deteriorate, leading to higher fuel consumption, increased soot loading, rough running and potential aftertreatment issues. In practical terms, a poor-quality or incorrectly specified fuel filter can create problems far beyond the filter housing itself.

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A fuel filter for a commercial vehicle must perform several functions. The first is particulate removal. Dirt can enter fuel during refining, transport, storage, tank filling or through vehicle tank breathers. Particles that are too small to see can still damage injector components, particularly in high-pressure systems where clearances are measured in microns. Filter performance is therefore usually defined by efficiency at specific particle sizes, not simply by a nominal micron rating. A filter described as “10 micron” may not perform the same as another 10 micron filter unless the test method and efficiency level are known.

Water management The second major function is water management. Water can enter diesel through condensation, poor storage practice or contaminated bulk tanks. In UK conditions, where vehicles may experience frequent temperature changes, wet weather and long periods of standing, water separation is especially important. Free water can cause corrosion, reduce lubricity, promote microbial growth and damage high-pressure pumps and injectors. Many CV fuel filter modules include a water separator, drain, water-infuel sensor or heater. Correct operation of these features is essential, particularly in winter or in vehicles that operate from

depots with on-site fuel storage. Fuel quality and fuel composition also influence filter requirements. Biodiesel blends can affect water handling, deposit formation and microbial activity. They may also loosen deposits in older storage systems, increasing the contaminant load reaching the vehicle. Cold-weather performance is another consideration, at low temperatures, wax crystals can form in diesel and restrict flow. Fuel filters must provide adequate flow capacity while avoiding premature blockage. Some applications use heated filter heads or integrated heaters to reduce cold-start problems. Specification is more complex than external appearance suggests. Two filters may have the same thread, diameter and height but differ internally. Important differences can include media type, pleat design, dirt-holding capacity, water separation layer, centre-tube strength, seal material, bypass or pressure regulation features, heater compatibility and sensor interfaces. Selecting a filter because it “fits” can therefore be risky. The correct filter should be identified using the vehicle registration, vehicle identification number, engine code, original equipment reference and application data. This is particularly important where the same vehicle model may have different engine variants, emissions packages or fuel system suppliers. The quality of the filter media is central to performance. Modern fuel filter media must balance fine particle capture with low flow restriction and sufficient dirt-holding capacity. If the media is too open, damaging particles may pass through. If it is too restrictive, the fuel system may experience

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pressure drop, especially under high load or cold-start conditions. Pleat spacing, media stability and end-cap bonding all influence how the filter behaves over its service life. A filter that performs acceptably when new must also maintain its structure and sealing integrity after exposure to fuel, vibration, temperature changes and pressure pulses. Service interval is another key issue. Fleet operators often seek longer maintenance intervals to reduce downtime, but extended intervals increase the demand on filter capacity and media stability. A filter must retain contaminants without excessive pressure drop until the next planned service. If it blocks early, the vehicle may suffer power loss, poor starting or fault codes. If it allows contamination through, injector damage may occur gradually and become expensive to diagnose. The lowestcost filter is not necessarily the lowest-cost solution when downtime, roadside assistance, lost productivity and component replacement are considered. For highmileage fleets, filter choice should be viewed as part of total operating cost. Correct fitment is just as important as correct specification. Before installation, the technician should check the new filter for damage, confirm that all seals are present and compare it with the removed part. Filter housings should be cleaned carefully to prevent dirt entering the clean side of the system. Seals should be replaced and lubricated where specified. Spin-on filters should be tightened according to instructions,

not over-tightened. Cartridge filters should be seated correctly in the housing, with attention to locating tabs, drain valves and centre seals. Even a high-quality filter can fail to protect the system if it is installed incorrectly or if old seals are reused.

Keep it clean Clean working practice is essential. Fuel systems should be treated as precision systems, not general mechanical assemblies. Open ports should be protected, dirty tools should be kept away from the clean side, and fuel drained from old filters should not be reused. Where a filter module includes electrical connectors, heaters or water-in-fuel sensors, these should be handled carefully and checked for damage or corrosion. A poor connection may trigger warning lights or prevent the system from detecting water accumulation. After replacement, the system may need priming or bleeding. Failure to remove air can cause hard starting, rough running or

diagnostic trouble codes. Water drains and sensors should be checked for correct operation, and any service indicators or fault codes should be reset according to the vehicle manufacturer’s procedure. If a filter has failed prematurely, the root cause should be investigated. Possible causes include contaminated bulk fuel, microbial growth, water ingress, incorrect fuel grade, damaged tank breathers, poor storage practice or an unsuitable filter specification. Simply replacing the filter without addressing the cause may lead to repeat failures. For fleet operators, fuel storage and handling should be part of the filtration strategy. Bulk tanks should be inspected, drained and maintained, particularly where fuel turnover is low or where vehicles operate seasonally. Water bottoms, microbial contamination and sediment can quickly overload vehicle filters. Good housekeeping at the depot can reduce filter blockage, injector wear and avoidable breakdowns. Monitoring repeat filter issues across a fleet can also reveal patterns linked to a particular site, supplier, vehicle type or duty cycle. For UK workshops, fuel filtration is becoming a more technical service area. Mechanics need to understand efficiency, water separation, flow restriction, coldweather behaviour and electronic sensor integration. For fleets, good fuel filtration practice supports uptime, injector life, fuel economy and emissions reliability. In a market where commercial vehicles are expected to work harder for longer, the fuel filter remains one of the most important safeguards in the diesel system.

WANT TO KNOW MORE? Make sure to scan the QR code!

SEPTEMBER 2026 CVW 47

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PRODUCT SPOTLIGHT

PRODUCT SPOTLIGHT Engine oil with DAF specifications Morris Lubricants has launched Versimax HD19, a new 10W-30 heavy-duty diesel engine oil developed to meet the latest DAF PSQL 2.4 LD specification along with other OEM qualifications.

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ersimax HD19 10W-30 is a highquality heavy-duty diesel engine oil formulated for modern diesel engines and advanced emissions systems, including diesel particulate filters (DPFs), selective catalytic reduction (SCR, AdBlue), exhaust gas recirculation (EGR), and diesel oxidation catalysts (DOCs). Its low SAPS (sulphated ash, phosphorous and sulphur) technology is said to provide excellent engine protection, even under demanding operating conditions and extended drain intervals. This new engine oil is suitable for use in Euro IV, V and VI compliant engines, as well as Tier 3/Stage III, Tier 4/Stage IV and Stage V off-highway counterparts. Versimax HD19 is designed to meet the needs of today’s commercial vehicles and it is suitable for use with low-sulphur diesel fuel. This highquality heavy-duty diesel engine oil has a demanding job to do and is formulated to deliver dependable performance when commercial vehicles are needed most.

Specifications Morris Lubricants’ Versimax HD19 10W-30 is one of the first engine oils in the commercial vehicle aftermarket that is compliant with the DAF PSQL 2.4 LD specification. This is a long drain heavyduty diesel engine oil specification that is designed to improve fuel economy and reduce emissions. This specification demands a high level of protection against wear, oxidation, deposits and soot-related thickening to help maximise engine life and reduce commercial vehicle downtime. Its

extended oil drain capabilities make it ideally suited for long haul applications as well as protecting engine components where commercial vehicles are subjected to stop/start or prolonged idling conditions. Versimax HD19 10W-30 engine oil also has a wide OEM specification profile, including; DAF PSQL 2.1E LD / PSQL 2.4 / PSQL 2.4 LD, ACEA E7 / E8 / E11, API CK-4 / SN, CAT ECF-3, Detroit Diesel 93K218 / 93K222, Deutz DQC IV-18 LA, JASO DH-2-24 DTFR 15C100, 15C110, 15C120, MTU category 3.1, MAN M3775, Renault Truck RLD-3, Volvo VDS-4.5, Mack EO-S 4.5, Cummins CES 20081 / CES 20086. Adrian Hill, Morris Lubricants' technical director explains: "As commercial vehicle engine designs and technologies advance, engine oil performance must keep pace. Today’s heavy-duty diesel engine oils are more complex than ever, formulated not only to ensure engine component protection but to also work with aftertreatment devices fitted to the commercial vehicle such as DPFs, SCR (AdBlue), EGR, and DOCs.” “The launch of Versimax HD19 10W-30 heavy-duty diesel engine oil means that Morris Lubricants’ customers have access to the correct high-quality engine oils needed to keep commercial vehicles out on the road and operating reliably.”

WANT TO KNOW MORE? Make sure to scan the QR code!

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The new Versimax HD19 10W-30 engine oil from Morris Lubricants is part of the Versimax range, a series of high quality, heavy-duty diesel engine oils that can be used in many different brands of commercial vehicle. Morris Lubricants’ Versimax oils can be used in engines found in Volvo, MAN, Mack, Scania, Cummins, Caterpillar, Mercedes Benz, DAF, Renault and many more. The Versimax range is designed to help reduce downtime, improve fuel efficiency and contribute to the reduction in engine emissions.

The Versimax range Used by fleet operators, maintenance technicians, mechanics, and drivers, the Versimax range of engine oils helps to rationalise usage where mixed fleets of vehicles and engine technologies are in operation. This is done by offering a wide range of oils that are suitable for previous and current generation of heavy-duty diesel engines, across different brands, including those engines fitted with aftertreatment devices. Versimax HD19 10W-30 from Morris Lubricants is readily available in 25 litre drums, 205 litre barrels and in bulk supply.

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WHAT'S NEW?

씰 NEW TYRE SIZES GITI TIRE

쑿 TOOL PROMOTION SEALEY The latest Sealey Tool Promotion is packed with exclusive discounts across the range, offering exceptional value on trusted workshop essentials and specialist equipment. The new PC750 rechargeable air blower delivers impressive performance in a lightweight, compact package. Powered by a 750W brushless motor, it produces up to 1600g of thrust, making it ideal for drying car panels, or clearing leaves, dust and debris from vehicles, machinery, workshops and outdoor spaces. Also, built for strength and versatility, the new FDT52 adjustable sawhorse set provides a combined load capacity of 1180kg, making it ideal for demanding workshop. Adjustable legs offer flexible working heights, while integrated brackets allow users to create a stable work surface when required. To celebrate the launch, Sealey is offering customers the chance to win a heavy-duty cordless tool bundle. The prize includes a selection of powerful cordless tool bodies, a wet and dry vacuum cleaner and shared 20V batteries, providing a versatile solution for workshop. Built around Sealey's popular one-battery platform, the bundle aims to deliver convenience, flexibility and outstanding value. Deals from the new Tool Promotion are available from the 1st July until the 30th of September. WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VCI019

Giti Tire has added two new 19.5in sizes to its popular Giti GTR955 Combi Road range, with both tyres featuring a Load Index of 164 for modern high-volume trailer applications. Both 445/45R19.5 and 435/50R19.5 provide a load capacity of up to five tons per tyre,10 tones per axle, and achieve B grades in Rolling Resistance Coefficient and Wet Grip and an A in Noise Level. The tyres are designed for regional and long-haul operations and deliver high mileage potential, reduced fuel consumption and improved curbing protection. The reduced tyre profile enables a lower trailer deck height, allowing operators to increase payload volume while maintaining compliance with overall vehicle height regulations without compromising durability or reliability. All tyres in the Giti GTR955 Combi Road range carry the Three-Peak Mountain Snowflake (3PMSF) symbol for approved fitment in markets with laws governing winter tyre use. WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VCI020

씱 NANOFIBER

AIR FILTERS

MANN-FILTER

Nanofiber media in MANN-FILTER air filters deliver high separation efficiency and a long filter service life, even under extreme operating conditions. With a nanofiber layer developed and produced in-house, MANN-FILTER air filters set new benchmarks in filtration for commercial vehicles. Even under dusty conditions, such as on construction sites or on the road, this coating reliably filters the finest particles out of the intake air. The result is high separation efficiency, long service intervals, and minimal flow resistance. MANN+HUMMEL is one of the world's leading filtration experts and, thanks to its in-house development and production of filter media, the company can rely on a particularly wide range of expertise in this field. The familyowned enterprise is one of the few manufacturers worldwide that develops and manufactures its own nanofiber media. WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VCI021

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WHAT'S NEW?

씰 RETREAD TYRE VACULUG Vaculug is proud to announce the launch of its latest tyre innovation, specifically engineered to meet the unique demands of electric refuse vehicles (ERVs). As fleet operators continue the transition to electric-powered waste collection vehicles, tyre performance plays an increasingly important role in maximising vehicle efficiency, operational range and whole-life costs. Recognising these evolving requirements, Vaculug has developed a tyre designed to optimise the performance of ERVs while maintaining the durability expected in demanding municipal operations. Developed in collaboration with tread compound specialist Vipal, the new tyre features an advanced tread pattern and compound specifically engineered for electric vehicle applications. A lean, optimised tread profile helps reduce rolling resistance, supporting improved vehicle range, while the specially formulated compound is designed to withstand the high torque generated during acceleration and regenerative braking without compromising service life. In addition to enhancing efficiency, the tyre has been designed with reduced noise emissions, complementing the quiet operation of electric vehicles and contributing to a lower overall environmental impact for urban waste collection fleets. Despite being lighter than Vaculug's proven Waste Protektor WZY2, the new tyre retains the same robust full sidewall protection on both sides, delivering the durability and protection required for demanding refuse collection environments. WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VCI022

씱 LITHIUM-ION BATTERY PACK FORVIA HELLA By integrating lithium-ion cells and the battery management system, the battery pack reduces both weight and system complexity while also increasing the safety and reliability of the vehicle’s energy supply. FORVIA HELLA has already received series orders for the 12-volt battery pack in the low to mid three-digit million euro range from various international automotive manufacturers. The start of series production is expected to take place in China in summer of next year. A reliable, stable 12-volt power supply is also a key prerequisite in electric and hybrid vehicles. On the one hand, numerous safety- and comfort-relevant 12-volt loads are used even in electric cars, for example driver assistance systems and infotainment systems. On the other hand, the 12-volt on-board network serves as a redundant power supply in case the energy supply from the high-voltage on-board network fails, so that functions such as steering and braking remain operational. To ensure the safe and reliable operation of lithium-ion batteries, FORVIA HELLA’s 12-volt battery pack uses multidimensional algorithms that are said to precisely measure current, voltage, temperature and other parameters. This enables highly accurate determination of both the state of charge (SoC) and the state of health (SoH), even under demanding real-world conditions and across the entire battery lifetime. Integrating lithium-ion cells and the battery management system into one subsystem also reduces the required installation space and simplifies system interfaces. This enables simpler and more flexible integration into the vehicle architecture. In addition, the 12-volt battery pack is around 20 per cent lighter than conventional lead-acid batteries. WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VCI023

50 CVW SEPTEMBER 2026

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ADVERTISEMENT INDEX 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.

Automotive Equipment Services ............................ (page 32)

Mann+Hummel (UK) Ltd .......................................... (page 8)

www.rdr.link/VCI100

www.rdr.link/VCI109

Banner Batteries .................................................... (page 45)

Mechanex .............................................................. (page 24)

www.rdr.link/VCI101

www.rdr.link/VCI110

Esprit .................................................................... (page 32)

Mirka (UK) Ltd ...................................................... (page 31)

www.rdr.link/VCI102

www.rdr.link/VCI111

Febi ........................................................................ (page 4)

Premier Pits .......................................................... (page 29)

www.rdr.link/VCI103

www.rdr.link/VCI112

Febi ...................................................................... (page 27)

Rotronics Battery .................... (page 52 outside back cover)

www.rdr.link/VCI104

www.rdr.link/VCI113

Gates Industrial Europe SARL .............................. (page 37)

Schaeffler Vehicle Lifetime Solutions UK Ltd ........ (page 23)

www.rdr.link/VCI105

www.rdr.link/VCI114

Hella Ltd .......................................................... (page 12,13)

Stertil UK Ltd .............................. (page 2 inside front cover)

www.rdr.link/VCI106

www.rdr.link/VCI115

Jack Sealey Ltd .................................................... (page 16)

UFI Filters .............................................................. (page 19)

www.rdr.link/VCI107

www.rdr.link/VCI116

MAHA UK .............................................................. (page 11) www.rdr.link/VCI108

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