Commercial Vehicle Workshop May 2020

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP MAY 2020

TESTING THE WATERS Explaining the reasons behind one company releasing its first non-lif ting produc t

Also in this issue…

The important role of ABS in preventing brakes from jamming ■ E-learning opportunities available from home ■ The app simplifying tyre regrooving ■

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CONTENTS

Volume 17

16

Issue 5

REGULARS 5

Viewpoint

46 MECHANEX Monthly

6

News

48 What’s New?

13 Tech Tips 14 Business & Training

SPECIAL REPORT 18 Distributor Spotlight: EMS-FP&S 20 CVW talks to Clare Cooper of Bosch about the company’s Truck Campaign

BRAKES 22 Step-by-step guide: the key service requirements of clutch air compressors

27

24 The important role of ABS in preventing brakes from jamming 26 One company explains its brake actuation technology 27 Why TotalKare has branched out and released its first non-lifting product 28 IMS looks at the introduction of SAF-Holland’s Intradisc system

TYRES & WHEELS 31 The app simplifying tyre regrooving for technicians 32 Why you need to be sure you’re fitting OE quality wheel bearings 34 Two companies explain the benefits of using Pirelli tyres

FILTERS 36 Explaining why there is more than one filter in the exhaust system

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37 The challenging nature of replacing a truck’s fuel filter water separator 38 Why regularly changing your cabin filter is so important

BODY REPAIR & MAINTENANCE 41 CVW finds out more about one supplier of liquid and powder coatings 42 Finding out about the ‘next generation’ topcoat 43 How to rectify bodywork damage 44 Why two body repair businesses decided to team up

COMPETITIONS 47 Win an Amazon Echo Dot in this month’s Tea Break Teaser!

MAY 2020 CVW 3

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VIEWPOINT

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THE BRIGHT SIDE

Editor CIAN BRITTLE Editorial Assistant

I

LAURA GUALDI Consulting Editor SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON 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 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk.

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk

t is important now more than ever to retain a positive outlook in the face of adversity. Whilst these continue to be times unlike any experienced in recent history, the one thing in our control is how we react to the situation. Politicians across the world are using wartime comparisons for this virus, but it is an entirely different proposition. It should be more of a “stay at home on your sofa” call than a “fight them on the beaches” rallying cry.

As I write this, our Prime Minister Boris Johnson has recovered from coronavirus having spent three days in intensive care – it can affect everyone, not just the elderly and those with pre-existing medical conditions. It also highlights the risk of pursuing a policy of ‘herd immunity’. An easy comparison can be made with France, a country with a similar population to the UK, which also failed to prepare appropriately or react quickly enough to the situation.

When France announced it was closing schools and advising businesses to start working from home on Thursday 12th March, Boris Johnson was suggesting that elderly people should avoid going on cruises and schools should consider cancelling international class trips. France saw its full lockdown officially introduced on Monday 16th March, whereas the UK required an additional week to reach the same conclusion. This look to the past can help inform the future, as it highlights how long it takes for lockdown measures to begin to show signs of improvement. As of Tuesday 14th April, France has extended its lockdown for a further month in response to its infection curve refusing to abate.

As indicated, it will clearly take time for the UK’s curve to flatten; this lockdown will continue for the foreseeable future, and it is highly likely it will retain its indefinite deadline by the time this magazine lands in front of you. However, this doesn’t necessarily mean personal development and learning should stop.

These are uncertain times for the automotive industry, and all up-to-date information can be found on the GOV.UK website. In the meantime, there are plenty of opportunities for workshop technicians and fleet managers to pursue if they find themselves stuck at home. On page 16, you can find details for just a few of the numerous e-learning opportunities available, whilst page 11 presents the measures that Ben, the automotive charity, is taking to continue its valued support for the industry.

CVW is also adapting to the situation to ensure our readers are able to receive each monthly issue of the magazine as they are published. From this issue onwards, we are sending out CVW directly to readers’ email inboxes. If this is something that you would like to receive, follow the link – WWW.RDR.LINK/VQ039 – and sign up so that you can stay up to date with the industry.

Enjoy the issue, and the CVW team wishes you all the best.

Copyright © 2020

Cian B rittle Editor

10,066 From 1 July 2018 to 30 June 2019

Associate member

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

MAY 2020 CVW 5

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NEWS DVSA issues guidelines on vehicle waivers DVSA announced that annual inspections for dangerous goods vehicles have been suspended from 21st March 2020, but what do you need to do to continue transporting dangerous goods?

ITT Hub 2020 postponed Binswood Media has announced that the ITT Hub launch event, due to take place at Farnborough International Conference & Exhibition Centre on 13th-14th May 2020, has been postponed.

With the UK now in the delay phase of its response to Covid-19, and the World Health Organisation declaring the virus as a pandemic, the decision to postpone the event has been made in the best interests of exhibitors, visitors, and staff, and is said to be fully supported by ITT Hub’s commercial and event partners.

“It is rescheduled to take place 12th and 13th May 2021.”

The decision to postpone has reportedly been taken as early as possible in response to requests from partners and major exhibitors, whose evolving emergency measures to deal with the Covid-19 threat will preclude them from attending. Making the announcement at this stage will also enable stakeholders to avoid incurring additional costs in preparation for the show.

ITT Hub, along with the co-located FTA Future Logistics Conference, has been rescheduled to take place 12th and 13th May 2021. Further information about the event will be made available at www.itthub.co.uk in due course.

CEO of Binswood Media, Mark Griffin, said: “The decision to postpone ITT Hub is one that has been made with great reluctance. We have concluded that putting ITT Hub back a full year to the dates already announced for the 2021 event is the best solution.”

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To continue transporting dangerous goods using your vehicle, you need to apply for a waiver and follow a set of rules. The vehicle is eligible for a waiver if it’s registered in Great Britain and either: ■ Has a current ADR1C dangerous goods

certificate which expires on or after 21st March 2020 ■ Is a new vehicle that entered service in the last year under authorisation 476 You cannot get a waiver for: ■ A new non-type approved dangerous goods vehicle being put into service for the first time

■ A vehicle where the details on the

ADR1C document have changed – for example, a change of owner, or the products it’s allowed to carry ■ A dangerous goods vehicle which is not covered by The Goods Vehicles (Plating and Testing) Regulations 1988 – for example, a vehicle or trailer (including the maximum load it can carry safely when it’s being used on the road) that’s less than 3.5 tonnes You must apply to get these vehicles approved to carry dangerous goods by road in the usual way.

What you need to do ■ Check when your authorisation expires – you can find this on the ADR1C certificate if

you have one, or in your digital records ■ Download and fill in the ‘application for ADR annual inspection waiver’ for each

vehicle – found on DVSA’s website ■ Save the form to your computer or device ■ Send the form to DVSA ten working days before your authorisation runs out, and do

not send it any earlier

Logistics classed as essential work The Road Haulage Association (RHA) and Freight Transport Association have received a confirmation letter from the Department for Transport (DfT), confirming that the work of the logistics sector is essential.

The letter reportedly details that the sector should continue operating to the greatest extent possible through the Covid-19 crisis.

RHA Chief Executive, Richard Burnett, said: “The last few days have seen much uncertainty with regards to the definition of ‘essential workers’.

“This confirmation from DfT’s CoDirector for Road Safety, Standards and Services formalises the work of those that are keeping the economy moving. This applies to all supply chains – not only those for food and medical supplies.

“We would urge employers to provide drivers with a copy of the letter that can be shown if needed.”

All travel related to the operation of logistics, and necessary travel by logistics workers to places of work such as distribution centres, is said to be considered ‘essential travel’ in the context of current restrictions.

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Clean Air Zones postponed until 2021 The Government is postponing the introduction of all Clean Air Zones (CAZs) across the country until at least January 2021.

In a letter seen by the FTA, Environment, Food and Rural Affairs Minister, Rebecca Pow MP, confirmed the move. Natalie Chapman, Head of Urban Policy at FTA, commented: “As the business organisation representing the logistics sector, FTA has been urging government to delay the introduction of CAZs urgently to allow businesses to focus their efforts on keeping goods moving throughout the COVID-19 outbreak.

“So, we are pleased to receive a letter from Rebecca Pow to confirm the implementation of the schemes will indeed be postponed until at least January 2021.

Whilst FTA and its members fully support the Government’s ambition to improve air quality across the UK, businesses would have to undertake significant work and planning to achieve compliance with the

scheme.”

She continued: “With the industry focusing all its attention on ensuring the public, supermarkets, and other retailers continue to receive the essential items they need during the pandemic, logistics businesses simply do not have the resources to dedicate to preparing for the imminent introduction of CAZs. “In addition, supplies of technology, equipment, and trucks are being disrupted by the pandemic, making it harder for businesses to upgrade their fleets to meet the emission standards required of the schemes.”

Natalie Chapman concluded: “Once the immediacy of the coronavirus crisis comes to an end, FTA will continue to work with Defra and cities, including Birmingham and Leeds whose zones were due to come into force this year, to ensure the detail of the schemes take into account the needs of businesses whilst delivering improvements to air quality.”

DVSA temporarily suspends HGVs MOT testing In reaction to the Covid-19 pandemic, DVSA has announced that all MOT testing of lorries and trailers will be suspended for three months, from 21st March.

Lorries and trailers due for testing in the suspension period will be issued with exemptions automatically. Some vehicles, such as those due for their first MOT test, and vehicles returning to service with a test certificate that expired before March, will require an application for exemption certificates.

Richard Burnett, RHA Chief Executive, commented: “These are unprecedented times that need creative and pragmatic approaches.

It is vital that all vehicles on our roads remain safe to use and their roadworthiness must be maintained at all times.”

The RHA believes that roadworthiness testing should recommence as soon as possible, using qualified ATF staff operating under delegated authority from the Secretary of State. The RHA also suggests that delegating the testing to qualified staff, in a similar way to that done for car and van MOTs, would be the most effective and safest way to restore the system.

Transport for London suspends all road user charging schemes Transport for London (TfL) announced that all road user charging schemes in the capital will be temporarily suspended from Monday 23rd March until further notice.

The Mayor of London, Sadiq Khan, has reportedly asked for this move to ensure London’s critical workers, particularly those in the NHS, are able to travel around London as easily as possible during this national emergency.

It has also been implemented in a bid to help support the supply chain, the effort to keep supermarkets fully stocked, and the city’s continued operation.

RHA has welcomed the move, which includes the suspension of both the Low Emission Zone (LEZ) and the central Ultra Low Emission Zone (ULEZ).

Richard Burnett, RHA Chief Executive, said most trucks going into London will still be LEZ and ULEZ compliant, but the move offers firms the flexibility to use other vehicles if there are driver gaps as the pandemic unfolds.

“Sadiq Kahn asked for this move to ensure London’s critical workers are able to travel as easily as possible.”

MAY 2020 CVW 7

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NEWS RHA welcomes London Lorry Control Scheme suspension The RHA has announced it is pleased that London Councils will suspend the London Lorry Control Scheme (LLCS) in the wake of the Covid-19 crisis.

RHA Chief Executive, Richard Burnett, hailed the move after calling on officials to lift restrictions on trucks delivering overnight and at weekends in the capital.

He said: “Suspension of the LLCS is just one of the points that we highlighted with officials, and is one of the radical measures that needs to be implemented during these uncertain times – we are pleased that our voice has been heard.

“It will provide operators with greater flexibility to ensure the supply chain is resilient enough.”

“The suspension will provide operators with greater flexibility to ensure the supply chain is resilient enough to deliver the food, medicines, and other goods London needs.

“It will be important for operators who undertake night-time deliveries that they ensure that operations are as quiet as possible.”

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UK CV manufacturing down 13.6% in February UK commercial vehicle production declined by 13.6% in February, with 7,980 vans, trucks and buses manufactured, according to the latest figures released by the Society of Motor Manufacturers and Traders (SMMT).

Lower demand in key European markets saw production for export fall 26.2% in the month, with 1,670 fewer units shipped overseas. Whilst CV production in the UK is largely expected to be on shutdown for the

near future, the sector is striving to ensure component production and the provision of maintenance services for essential transport, delivery and emergency service vehicles can continue.

Mike Hawes, SMMT Chief Executive, said: “The Government’s pledge of emergency finance and other measures to help protect these businesses and workers during the crisis has been widely welcomed, but it is now about getting that relief to all companies as soon as possible.”

Microlise completes acquisition of TruTac Telematics and transport management solutions provider Microlise has announced the acquisition of TruTac, a provider of fleet compliance and management software for Heavy Goods Vehicles (HGV) and Public Service Vehicles (PSV).

As part of the acquisition, TruTac will remain an independent company, as part of the Microlise Group. The acquisition underscores Microlise’s commitment to increase product and service innovation to support its international customer base.

Nadeem Raza, Chief Executive Officer at Microlise, said: “We are delighted to announce this acquisition. This union

8 CVW MAY 2020

Microlise CEO Nadeem Raza and Terry Ramsey, Managing Director of TruTac

strengthens our presence in both the HGV and PSV sectors, and complements our group offering of real-time fleet management systems to enable smarter and more accurate operational decisions.”

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Covid-19 symptoms added to fit-to-drive declaration A new addition to the fit-todrive declaration included in FleetCheck’s Vehicle Inspection App has been introduced, covering Covid-19 symptoms.

Vehicle Inspection App is Peter Golding designed to increase fleet safety for cars, vans, HGVs, buses and coaches and is widely used, having been used to complete two million checks. Peter Golding, Managing Director at FleetCheck, said: “The fit-to-drive

declaration is an essential part of the app as well as fundamental fleet risk management itself. It means that a driver is making a declaration each day that they consider themselves able to work.

“The new, Covid-19-based declaration that we have made available to our customers provides a simple and easy reminder for drivers of the symptoms that they are likely to be experiencing if infected.”

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5.3% of fleet vehicles are Euro IV or older 5.3% of company cars and vans being operated by customers of FleetCheck only meet the Euro IV emissions standard or older, according to the company.

18.2% of vehicles from the total sample of 85,792 also fall behind the latest Euro VI legislation by only achieving Euro V. Peter Golding, Managing Director at FleetCheck, said: “We compiled these figures to illustrate the disparity that currently exists across fleets when it comes to emissions. While at one extreme, some

are actively working to achieve zero emissions. At the other, we can see that almost a quarter of all the vehicles our customers operate are Euro V or older.

“Because there is a strong SME bias in our customer base, and these businesses tend to hang on to cars and vans for longer than corporates, they are probably worse than the fleet parc as a whole. However, they remain an indication of how far the industry will have to travel to achieve the kind of low or zero emissions performance we’d all like to see.”

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Glasgow City Council achieves IRTE accreditation in local authority first Glasgow City Council has become the first local authority in Scotland to receive an accreditation in both workshop and engineering best practice.

To achieve IRTE Workshop Accreditation, applicants have their road transport workshops audited by trained FTA examiners; those that pass show they are following best practice. Auditors test compliance in areas such as premises, equipment, technical staff, management, clerical staff, and documentation.

Alex Colquhoun, Group Manager of Fleet Maintenance & Repair at Glasgow City Council, commented: “With the rapidly changing fleet profile, the Council is committed to upskilling our workforce to ensure we maximise the use of new and improved processes to ensure that our fleet is not only safe and reliable, but is maintained to the highest standard with minimised downtime. We also intend to work towards the operator Earned Recognition Scheme.”

Alex Colquhoun

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NEWS SPECIAL

KEEP CALM AND CARRY ON CVW finds out how MV Commercial, the commercial vehicles sales and leasing company, is supporting its customers in this crisis.

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VSA may have suspended MOTs for commercial vehicles for three months, but that does not mean operators should ignore regular truck maintenance checks. Suspending MOTs gives operators vital breathing room at a time when they need it most. However, it’s essential that they maintain regular fleet checks, urges Steven Cairns, Managing Director of Airdrie-based MV Commercial.

“Right now, downtime is not an option for hauliers, so following a regular, proactive checking and maintenance schedule will ensure they can trust in their trucks and keep their people and the general public safe. We will be doing whatever we can to ensure that our customers are protected and supported, and their vehicles remain compliant.”

MV Commercial’s national support network has invested and introduced a variety of measures to support operator maintenance. Maintenance support is carried out in the company’s own workshops, OEM dealer workshops, and by a team of mobile engineers at customer sites.

“Each of our depots will continue to serve our customers,” says Damien O’Donnell, Support Network Manager.

“However, to ensure the safety and

10 CVW MAY 2020

wellbeing of our staff and customers, we have initiated several new exposure mitigation practises, including increased inoffice sanitisation, distancing policies, and customer protection procedures. Wherever possible, we encourage our customers to telephone or email us if they need support.”

Since the coronavirus outbreak, to minimise unnecessary travel to workshops, MV Commercial has been increasing the amount of support provided by its team of mobile technicians, with the vehicle and crane checks carried out at operator sites whenever possible. The company’s mobile technicians, operating nationwide, can provide no-contact fleet checks and maintenance at operators’ sites, and they can complete the vast majority of works without needing to bring the vehicle to a workshop.

Locating some replacement parts for cranes is proving a challenge, says O’Donnell.

“We maintain stocks of volume replacement components and mobile engineers carry parts such as leg sensors and hoses, but for other parts, there is acute shortage in the UK, so we must source from the manufacturer, usually in the EU. That means extended lead times, increasing downtime.”

A new generation of mobile service vans were introduced two years ago, equipped

with features such as hand-wash stations.

The kit has now been supplemented with sanitation stations and full PPE kit for the technicians.

Supporting the mobile technician team is a dedicated 24/7 helpline, now staffed by expert remote workers with access to diagnostics packages to help the mobile team and operators locate and fix faults or arrange vehicle recovery.

Sales and leasing company MV Commercial has a fleet of 1,500 LCV and HGV trucks, many equipped with on-board cranes, sales, and leasing. It currently employs 120 staff at seven sites, including its Airdrie HQ. In addition to vehicle technicians, the support network also includes dedicated crane engineers, able to conduct inspection and maintenance works on equipment from Cormach, Hiab, Palfinger, and PM cranes.

FOR MORE INFORMATION ON MV COMMERCIAL, WWW.RDR.LINK/VQ001

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A HELPING HAND Ben, the automotive charity, explains the services it will make available to provide support during the coronavirus pandemic.

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n response to COVID-19, Ben is aiming to fast-track access to Information, Advice and Guidance (IAG) specifically for individuals who reach out to the charity with financial or monetary concerns related to the current situation. This will include:

Reviewing personal circumstances Working with individuals to ascertain their key financial commitments and support shortto medium-term planning and solutions, including (but not limited to) the following: ■ Payment breaks for mortgages/housing

providers and lenders ■ Payment breaks for ongoing commitments such as council tax and other utility bills

■ Local Authority hardship grants ■ Supporting access to other charitable

support or grants as applicable

Welfare grants Ben will continue to distribute welfare grants, but it has reduced the threshold of eligibility related to personal savings to ensure that it can support those who are in the greatest financial need.

Following a personal review, welfare grants will be administered on a case-bycase basis. Ben can only commit to short-term, one-off urgent need grants to support individuals. This may include support for utility bills such as gas and electricity, council tax, provision of food/household goods,

telecommunications, emergency fuel, essential travel costs, and childcare.

Priority will be given to those individuals who are directly impacted by COVID-19 specifically related to inability to work (due to the requirement to socially distance or isolate themselves if in a vulnerable group, through illness, school, or childcare closures and company shutdown).

TO SEE BEN’S DEDICATED PAGE FOR PROVIDING SUPPORT DURING THE COVID-19 PANDEMIC, WWW.RDR.LINK/VQ002

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TECH TIPS

CHASSIS REPAIR ON A VOLKSWAGEN T5 With the light commercial vehicle often referred to as ‘the automotive workhorse’, ZF Aftermarket offers repair tips for the Volkswagen T5.

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he average age of LCVs in the EU is 10.9 years old, according to a report

by ACEA, so this segment of the vehicle parc offers significant repair opportunities for workshops. 33.2 million LCVs are in circulation throughout the EU, with the UK alone hosting 4.4 million vans.

Importantly, failure rates for LCV vehicle safety inspections are higher in all age categories than for passenger cars, reflecting the significantly higher wear they are subjected to. For example, the failure rate for LCVs over ten years old is 30%.

ZF talks through how workshops should visually inspect the chassis of an LCV – in this case the Volkswagen T5 – and test it for height clearance.

Repair tips The Volkswagen T5 LCV model range is one of the most popular vehicles in the segment under 3.5 tonnes.

Wear damage on the suspension-strut mount often occurs on this vehicle due to the undersized ball bearing in the initial design.

Volkswagen subsequently replaced the component with a version with a larger bearing, although both versions can still be found in the market.

ZF Aftermarket offers both variants but advises customers to upgrade to the new version where the initial version is still fitted. When removing the affected parts, the technician must always note which of the two variants is fitted to the vehicle.

A damaged spring plate on the earlier bearing variant means having to replace the entire assembly as new spring plates are no longer available. The garage must, therefore, install a new suspension-strut mount, the

spring plate and the ball bearing. ZF Aftermarket also recommends always replacing these parts per axle to ensure consistent vehicle handling on both sides.

Certain points need to be considered when replacing the T5 control arm. After removing the old part, the mechatronics technician should clean the supporting surface of the ball stud on the steering knuckle using sandpaper, followed by a suitable cleaning agent. Otherwise, rust and dirt particles may penetrate the joint of the new control arm via the ball stud, resulting in rapid wear.

The technician must not tighten the mounting bolts and nuts with the suspension still in the fully unloaded state.

Otherwise, the rubber bearings would be deformed when lowering the vehicle onto the wheels. This undesirable preloading of the bearings may lead to premature wear.

The next step is to lower the vehicle until the chassis is fully compressed. There may, however, be regulations governing the position in which the bolts and nuts are tightened depending on the vehicle model – so note the VMs installation instructions. All chassis data specified by the vehicle manufacturer relates to the design position.

A wheel-free four-post car lift can be useful here. It allows the bolts and nuts to be tightened to the torque specified by the manufacturer. Finally, the technician must check and set the wheel alignment as per the manufacturer's specifications.

Chassis range Under its Lemförder brand, ZF Aftermarket supplies a range of chassis parts, including control arms, stabiliser links, and rubberbonded metal mounts. The company is continually expanding its chassis range for LCVs. New additions to the portfolio include: ■ Axle boot and steering system for the

Ford Transit/Tourneo Custom ■ Inner tie rod, tie rod, and tie-rod end for

Citroën Jumpy/Peugeot Expert/Toyota Proace ■ Rear-axle mount and stabiliser mount for VW T5/T6 and Crafter ■ Front-axle mount and control arm for VW Crafter ■ Front-axle control arm and steering knuckle for Renault Kangoo and Mercedes Citan

TO SEE THE ACEA REPORT FOR YOURSELF, WWW.RDR.LINK/VQ003

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BUSINESS & TRAINING

SAFE & SOUND Emily Hardy, Marketing Manager of Brigade Electronics, examines the case for technology-based safety systems.

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recent survey by Brigade Electronics delved deeper into the motivations of fleet managers when considering whether or not to invest in technological safety upgrades, specifically camera systems. 245 fleet experts were interviewed on a wide range of topics, and the results make fascinating reading.

Almost three-quarters of respondents had purchased vehicle camera and/or vehicle CCTV systems in recent years. Respondents recognised that technology could play an important role in improving road safety and reducing accidents by eliminating blind spots and other common hazards.

But what of the remaining 27% who had not purchased camera technology upgrades for their fleets? Of this group, 25% said they had not bought such technology because they considered it to be ‘too expensive’.

Clearly, every fleet manager must make tough decisions as they seek to justify spending and balance the books. However, further results from the Brigade survey do suggest that the short-term outlay for camera systems can reap worthwhile financial benefits in the long term.

Of the respondents who did buy safety technology, 47% said the objective was to reduce insurance costs. Once installed, a third (33%) had seen a cut in insurance premiums as a result of installing a vehicle

14 CVW MAY 2020

camera system and/or vehicle CCTV. With premiums in general on the rise, this represents a considerable benefit that pushes against the prevailing tide of spiralling insurance costs. Premiums are rising in line with the Ogden discount rate, which is set by the Government to work out how much money insurance companies should pay as compensation. In July 2019, it was set at -0.25%.

How can camera systems help?

Camera monitor systems enable HGV drivers and plant operators to manoeuvre and drive safely. In the Brigade survey, 41% of respondents said

they have noticed a reduction in incident reporting following installation of camera systems, and 27% reported a reduction in personal injury claims.

Companies that do invest in such technology are quick to appreciate the benefits: in the survey, 49% of respondents said they buy regular additional upgrades, demonstrating an ongoing commitment to maintaining the highest standards of safety for their fleet.

But it’s not just insurance premiums that are positively affected when HGV safety and security systems are installed. 80% of respondents also reported an improvement in driver behaviour, and 23% reported increased fuel economy, thanks to improved driver awareness and ability to manoeuvre safely in even the most challenging conditions.

One company which has experienced significant benefits is Wren Kitchens. The company’s Transport Manager, Lee Halls, said: “We estimate the return on fitting cameras to be five times the investment over a five-year lifecycle.”

FOR MORE INFORMATION ON HOW BRIGADE BENEFITTED WREN KITCHENS, WWW.RDR.LINK/VQ004

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BUSINESS & TRAINING

ONLINE DEVELOPMENT CVW outlines a selection of the e-learning opportunities available to technicians in light of the coronavirus pandemic.

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n these uncertain times, social distancing measures mean the usual methods of face-to-face education are no longer viable. However, this shouldn’t result in a decrease in training opportunities.

Companies across the commercial vehicle industry have a plethora of resources available online to ensure technicians and fleet managers can continue to develop their skills enhance their knowledge with elearning courses and materials.

Whilst there are many options to choose from, here are some of the available opportunities technicians can pursue to continue their development:

HELLA TechWorld from Hella is designed to educate technicians by providing them with a myriad of useful information, which includes step-by-step repair guides and an online catalogue, as well as new products and fault diagnoses.

Its most recent update includes a new feature that allows technicians to search by a vehicle registration number or enter an original equipment number and find the relevant Hella aftermarket part number, allowing them to make a like-for-like replacement.

Moreover, the site provides repair guides for most of Hella’s specialist areas, including lighting, electronics, and filtration, with images incorporated when necessary to demonstrate the instructions.

WWW.RDR.LINK/VQ005

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VALEO Valeo has developed a series of technical webinars for industry professionals. The webinars – on subjects like air conditioning, wiping systems, and clutch repair – can be accessed online. There are no restrictions and no time limits. This is especially important as a recent study showed that only 27% of independent workshops had given their employees training in the previous 12 months.

Valeo’s technical assistance for customers consists of in-depth technical training, Tech @ssist, the Tech’Care programme, mountains of technical data, and a support hotline.

With Valeo’s Tech @ssist, findind the right parts and up-to-date technical information is simple. Just enter the vehicle model or product reference in the interface and have the results in seconds.

WWW.RDR.LINK/VQ006

WABCO With a total of 17 online courses available in 12 languages, the Wabco Academy offers a wide variety of technical and business training courses online. The content of the course is divided into modules, and these often consist of a number of learning units, allowing students to learn step-by-step.

Examples of the courses available include: ■ How to replace an E-APU (equivalent to Scania’s APS) ■ How to accurately handle Wabco’s OptiTire tyre pressure monitoring system ■ A Traxee Fleet Management Solution online course

On the Wabco Academy website, you can also find an e-learning course on braking systems designed to update the user about the properties, functions, and distinctive characteristics of the system, commissioning, diagnosis, and repair.

WWW.RDR.LINK/VQ007

FTA FTA has launched an online version of the Operator Licence Awareness Training Course (OLAT) to ensure operators can continue to receive vital compliance training under the Government’s social distancing rules. The e-OLAT will form one of six training courses now available to access online – FTA has temporarily suspended all face-to-face training events under COVID-19 government guidance.

In addition to e-OLAT, FTA has five training courses available to access online, including ‘General Security Awareness Training’ (GSAT), ‘Introduction to dangerous goods by air, road, and sea – overview for management’, ‘Operator licence compliance’, ‘Shipping dangerous goods by sea’, and ‘Transport Manager CPC’ options.

WWW.RDR.LINK/VQ008

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GATES With many workshop technicians confined to their homes at the moment, Gates has increased the frequency of its live webinars.

Delivered by Gates UK training specialist Jason Ford, the webinars, although primarily aimed at car mechanics, are appropriate for repairers of light commercial vehicles. This month, there are two seminars: Thu 7th May: Hoses – 10:30am, 45 mins Fri 22nd May: Water Pumps – 10:30am, 45 mins The webinars are broadcast in several languages and their length varies from 30 to 90 minutes. Questions are raised via the chat function or asked directly at the end of each session. More webinars will be scheduled in the weeks to come. Check out the Gates TechZone to get an overview of all upcoming webinars.

WWW.RDR.LINK/VQ009

ASSOCIATION OF FLEET PROFESSIONALS (AFP) AFP, which undertakes fleet industry training under the new Fleet Academy banner – following the merger of ICFM and trade organisation ACFO’s operations – offers an Intermediate Certificate in LCV Fleet Management programme as an online distance-learning course. The programme covers five modules on: principles of people management, effective vehicle fleet administration, finance, acquisition, and remarketing and legal compliance. There are also assignments and knowledge reviews following the completion of each module.

The study time is estimated to be between 30 and 40 hours in total, but the programme allows for a flexible arrangement to suit the user’s needs. The total cost of the programme is £1,500, or alternatively, each of the five modules can be purchased individually for £350 per module.

WWW.RDR.LINK/VQ010

HENKEL Packed with application information, including a downloadable user guide, videos on topics such as why assemblies fail, and how to disassemble threadlocked assemblies, Henkel’s website offers plenty of support.

There are also videos of how various industrial sectors have benefitted from the technology.

GS YUASA The GS Yuasa Academy features over 20 detailed training courses. It covers every step of a battery’s ‘journey’ – from leaving the shelf, through ongoing maintenance, to end of service life.

Further to this, GS Yuasa Academy has become the first battery training programme to provide training accredited by the leading independent CPD accreditation institution.

This comes following a comprehensive assessment of the site to ensure it meets the institution’s standards and benchmarks. This announcement sees the battery manufacturer become the first to offer CPD-accredited battery training.

Users of the online training platform can claim CPD points and prove to employers and professional bodies that they have kept their skills and knowledge up to date with industry standards.

Henkel sales engineers are continuing to provide online consultations and demonstrations, and users can also gain access to webinars on threadlocking and other adhesive technologies. The company is also offering free online consultations to help customers reinforce their maintenance and repair processes.

The GS Yuasa Academy delivers professional battery training through its blend of engaging video content and downloadable support material. Each module only takes a few minutes to complete, can be completed at the user’s own pace, and results in a downloadable certificate bearing the CPD logo upon successful completion.

WWW.RDR.LINK/VQ011

WWW.RDR.LINK/VQ012

MAY 2020 CVW 17

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SPECIAL REPORT

SHINING A

SPOTLIGHT CVW finds out the thoughts of the Commercial Director of EMS-FP&S, Robert Molloy, on the CV parts aftermarket.

Q

How is the CV parts aftermarket changing?

Robert Molloy (RM): Extended opening hours and 24-hour operation are now the norm for many CV workshops in the UK. That means distributors have had to change, too, to continue servicing those customers.

More customers are ordering online. As distributors, we’ve had to respond so our customers can order from us when it suits them, not just when we are open.

Workshops want the parts there as early as possible so downtime is reduced.

To make it faster for the customer to

©daseaford/AdobeStock

18 CVW MAY 2020

identify the part they need, we create a dedicated account for each customer and for each vehicle. Inputting the chassis number of the vehicle produces a dropdown menu, which will show the list of all the replacement parts for that vehicle. The menu will also prompt customers when they need other components to complete the repair – bolts for a disc brake replacement, for example.

Q

Why are we seeing consolidation amongst distributors?

RM: The CV aftermarket in the UK is in a transition period: OEMs are competing for all-makes business, more operators are buying online, and smaller family-run parts distributor companies have merged as their owners and founders are of retirement age.

Now, large European parts distributor groups with their enormous purchasing power have entered the UK market.

EU Block Exemption rules prevent OEMs from restricting who can supply replacement parts, so parts distributors can now access the same information as dealers. They can precisely identify the truck model and the exact part required from the chassis number.

Distributors and operators both gain. To help our customers get vehicles back into service as quickly as possible, we deliver all three versions of the same part and then

make sure we have the unwanted ones returned. It also meant we carried more stock than necessary, adding cost to the business.

Being able to precisely identify the part allows us to manage our own stocks more closely, helping us to be competitive on price.

However, the loss of a captive aftermarket has prompted the OEMs to invest in all-makes parts brands, competing directly with independent distributors. OE dealer networks have targeted the all-makes parts market with aggressive pricing strategies and by sourcing parts from Tier 2 and 3 component manufacturers who are not OE suppliers.

This strategy is recognition that operators will not pay for premium parts in all situations – when a truck is about to be de-fleeted, for example.

However, whilst buyers are no longer focused solely on cost and off-the-shelf availability, nor do they want to compromise on safety. So, the market demand is for fitfor-purpose parts with a warranty.

Customers will expect that their parts suppliers can vouch for the parts supplied.

OEMs do have the capacity to test the parts they source, but only some distributors do; EMS-FP&S is one that does. The aftermarket division of the BPW Group tests all parts it sources. The test criteria are set to ensure they meet or exceed the relevant regulations – ECE 90 for brakes, for example.

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©tomertu/AdobeStock

Is there still demand for imprest stock?

RM: Yes, indeed there is. Imprest stock gives reassurance that downtime won’t be lengthened by unavailability of parts and is particularly helpful for workshops in remoter locations.

To make life even easier, EMS-FP&S has introduced a barcode-based RFID stockcontrol system. All the parts on site are tracked (via an RFID barcode) from when they are placed in store to when they are removed and placed on a vehicle. The customer and our own records are automatically updated.

It eliminates the potential for disputes over delivery and use dates, location, and so on, and it means we can be much more proactive in managing imprest stores for our customers. We can remotely monitor stocks and usage, so we and our customers have a 365-day view of imprest stocks, which we can review weekly or monthly.

Our support team don’t have to drive to a customer premises simply to carry out a routine stock check, and that can involve a

©DmyTo/AdobeStock

Q

lot of time when customers are located some distance from the nearest branch.

Q

What changes do operators expect to see in future?

RM: We have already become more proactive with our customers to offer costdown savings. Customers want to know what their parts costs are and how they can

save without compromising safety or reliability. We already offer bespoke reports based on the chassis number so, for example, we can report lifetime costs for a vehicle.

FOR MORE INFORMATION ON THE PARTS OFFERED BY EMS-FP&S, WWW.RDR.LINK/VQ013

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©Siwakorn/AdobeStock

SPECIAL REPORT

ON THE

CAMPAIGN TRAIL Q

What is the focus of the Bosch Truck Campaign?

Clare Cooper (CC): The Bosch Truck Campaign can be summed up by ‘Driven by Dedication’. Bosch is dedicated to keeping vehicles moving, and its full range of parts, from wipers and injectors to bulbs and steering gears, means that it has something which will fit almost every truck on the road.

Bosch also offers workshops a range of diagnostic equipment to help them diagnose and fix faults as efficiently as possible. KTS Truck and ESI[tronic] Truck, both part of the company’s family of diagnostic products, provide workshops with the tools required to diagnose, troubleshoot, read and measure live data, perform service tasks, and save customer protocols, all in one easy-to-use software.

CVW talks to Clare Cooper, Truck Channel Marketing Manager – Europe North at Bosch, about the company’s Truck Campaign.

Q

What will be the areas of growth for Bosch in the CV market this year?

CC: Bosch’s main focus this year is its diagnostic equipment. The correct diagnosis of faults saves workshops time and money.

ESI[tronic] Truck software helps workshops find the fault, but also uses guided troubleshooting to help the workshop get the vehicle back on the road as soon as possible.

ESI[tronic] Truck also now has the capability to diagnose off-highway machinery – agricultural, construction, and engines – therefore, increasing the coverage of the software to meet the varying needs of vehicles and their workshops. Bosch also has new product launches, including an AGM battery for trucks, which highlights the constantly developing solutions on offer from Bosch to meet the evolving needs of the market.

Q

What benefits can Bosch provide for CV workshops in the industry?

CC: Bosch can offer workshops the complete package of parts and diagnostics – its equipment will tell the technician what is wrong with the vehicle, how to fix it, and what part numbers are required to do so.

20 CVW MAY 2020

The level of detail provided is key to the company’s strategy, and Bosch believes this shows how dedicated it is to helping workshops to get vehicles moving again as quickly as possible.

Q

And what of the future for Bosch?

CC: Long term, Bosch is already involved with the Nikola Motor Company and the development of the Nikola Tre truck – the hydrogen-electric truck with industryready, heavy-duty truck components and systems for the European market.

The two organisations have reimagined the powertrain – and the vehicle chassis integrated together with it – from the ground up. The fuel-cell system was custom-designed by both Nikola and Bosch, and the companies worked in tandem to develop the first dual-motor commercial vehicle eAxle for a long-haul truck. The eAxle features Bosch rotors and stators, and Bosch has also contributed functional safety systems throughout the truck.

Bosch technology allows the Nikola trucks to use side cameras instead of mirrors (the Mirror Cam System), keyless entry via a smartphone app for fleet applications (Perfectly Keyless), and driver assistance and future automation using the Servotwin electrohydraulic steering system.

FOR MORE INFORMATION ON BOSCH’S TRUCK CAMPAIGN, WWW.RDR.LINK/VQ015

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BRAKES

STEP-BY-STEP: CLUTCH AIR COMPRESSORS Knorr-Bremse provides a step-by-step guide to the key service requirements of clutch air compressors.

C

lutch compressors avoid idle running phases. Instead, there are standby periods, during which the engine output is physically separated from the compressor, thereby saving energy.

Maintaining clutch compressor performance depends primarily on ensuring peripherals such as air filters, intake lines, pressure lines, leaks in the system, oil quality and pressure, and the cooling system of the compressor are kept in good condition.

STEP í˘ą

Clutch and actuation piston removal

STEP í˘˛

Actuation piston replacement At this point the actuation piston can be replaced if necessary.

1. Place the TC13/TC13-1 into the slots of the clutch (21).

4. Place TC20 tool onto the crankshaft (03) and hand-tighten in place using the TC20-1 tool.

5. Dismount the solenoid valve.

When servicing is required, you’ll need a special tool kit with specially developed tools that make the job easier and help avoid damage to components:

2. Whilst holding the TC13/TC13-1 tool in position, unscrew the fastening bolt (22) using an 18mm torque wrench.

TC13/TC13-1 – A combined tool for clutch assembly/ disassembly TC20 – A protective mechanism for pressing out the actuation piston TC21/TC22 – An installation aid for actuation piston TC40 – A pressing-in tool for installing the retaining ring including backing plate for fastening the drive gear.

Additionally, you will need a torque wrench for the clutch assembly.

22 CVW MAY 2020

3. Remove the clutch (21) and release bearing (20).

6. Gradually and carefully press out the actuation piston (19) by repeatedly ventilating and turning the TC20 tool.

“Maintaining clutch compressor performance depends primarily on ensuring peripherals are kept in good condition.�

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Warning! Carefully remove actuation piston (19) without causing damage to other surfaces. Do not tip it! The actuation piston can only be removed vertically in order to avoid damage to itself or other surfaces

STEP í˘ł

Replacing the clutch Tools TC21 and TC22 are required for installation of the clutch

3. Grease the actuation piston with the lubricant included as shown.

1. Insert tools (TC21) and (TC22) as shown‌

NOTE! The actuation piston (19) can only be mounted vertically without damage. Do not tip it.

5. Refit the clutch (21) and hand-tighten in place using bolt (22).

2. Clean the sealing surface of the actuation piston (19) and the running surface on the compressor. Apply a little motor oil to both the running surface of the compressor and the seal on the actuation piston to ease installation.

4. Carefully mount the actuation piston (19) as far as it will go by hand and then Insert the release bearing (20).

Remove tools TC21 and TC22

6. Insert the TC13/TC13-1 combination tool into the groves of the clutch (21). Tighten to a torque of 15 Nm + 60° for M10 screw and 55 Nm + 45° for M12 screw.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM KNORR-BREMSE, GO TO: WWW.RDR.LINK/VQ016

MAY 2020 CVW 23

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BRAKES

EASY AS

ABS febi explains the important role that ABS sensors and rings play in preventing commercial vehicle brakes from jamming.

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BS, ESP, ASR: nowadays, commercial vehicles are packed with driver assistance systems. For these to function, they require data from a wide variety of sensors in the vehicle. An example of such data includes the precise wheel speed of all braked wheels. This collection of data is the only way the control units can perform their calculations precisely in a fraction of a second.

If a wheel speed sensor fails, a malfunction is signalled to the driver and the systems no longer operate the way they were designed to. ABS, EBS, and many other systems are then rendered inactive.

This can lead to wheel lock-up or the appearance of false alarms. In addition, the ABS indicator lights up and a fault is stored

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in the control unit.

Sascha Keller, Technical Marketing Manager at Ferdinand Bilstein, explains: “A defect in the ABS system should be repaired immediately since driving safety is impaired as a result.� Under its febi brand, the company offers a large number of components for the ABS system.

The sensor ring is available in a variety of designs: as a sheet metal piece or made of solid material, as shown in Fig. 1. In many cases, the shaft seal is attached to the seal of the wheel hub or the sensor ring is included in the casting of the brake disc. As a rule, commercial vehicle sensor rings have 100 teeth.

ABS ring

ABS sensor

The ABS ring and the ABS sensor – also known as the speed sensor – are responsible for the generation of signals.

There is a distinction between active and passive sensors. “In the commercial vehicle sector, passive sensors are used to a great extent; active sensors play only a subordinate role,� comments Sascha Keller.

The ABS sensor is mounted directly in front of the sensor ring. The ABS ring is connected to a rotating part – such as the brake disc or the wheel hub, as shown in Fig. 2. Inside the sensor, there is a pole pin surrounded by a coil in contact with a permanent magnet. The magnetic field of this structure reaches to the sensor ring and detects through the fluctuation of the magnetic field if a tooth or a tooth gap of the sensor ring is in the magnetic field. If the magnetic field changes, a low alternating voltage is generated in the coil whose frequency and amplitudes serve as a speed signal for the control units. In contrast to the active sensors, the passive sensors do not require their own power supply from the control unit.

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Repair of a faulty ABS sensor A failure of the ABS sensor can be caused by various factors – for example:

24 CVW MAY 2020

024_CVW_MAY20_Layout 1 15/04/2020 09:50 Page 25

â– Short-circuit or disconnection â– Mechanical damage to the sensor or

sensor ring â– Sensor is loose as the sleeve is heavily

corroded â– Heavy contamination â– Wheel bearing clearance too large

Troubleshooting When searching for the cause of a failed ABS sensor, the fault memory should first be accessed (Fig. 3). After that has been done, the possible fault should be localised further with the aid of a diagnostic device. “All cables and plug connections should then be checked and inspected for mechanical damage,� explains Keller.

Replacing an ABS sensor To replace an ABS sensor, proceed with the following steps: ■Disconnect the cable of the defective ABS sensor from the plug ■Pull the sensor out of the bore – it may

í˘ł be necessary to remove the wheel hub for better access â– If the defective sensor has been removed, the bore must be cleaned and freed of rust â– The bore and the sleeve are then greased (this prevents premature corrosion). Now the sleeve is pushed into the bore.

Thereafter, the sensor head is pushed into the sleeve until it touches the sensor ring.

Due to the wheel bearing clearance and the movement of the wheel, the distance between the sensor and the sensor ring adjusts automatically. febi ABS sensors

are always supplied with the sleeve and the grease – this means that everything is available for changing the sensor ■Finally, the plug connection must be closed again and the cables laid properly. After everything has been accomplished, the error can be deleted from the error memory.

TO CHECK OUT FEBI’S PARTSFINDER SERVICE FOR YOURSELF, WWW.RDR.LINK/VQ017

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BRAKES

BRAKING NEW GROUND Jonathan Doubinsky, Product Line Leader for Brake Chambers and Automatic Slack Adjuster at Wabco, talks to CVW about brake actuation technology.

Q

Where do these products fit in the overall braking system?

Q

What are the differences between your Unistop, Tristop, and Tristop D products?

JD: Today’s customers can choose from a full range of brake chamber variants for different vehicle applications consisting of service brake chambers, double diaphragm spring brake chambers, and piston type spring brake chambers. Whilst Wabco’s Unistop reliably actuates the service brake, Tristop and Tristop D are spring brake types, which also enable parking and emergency braking.

Wabco’s spring brake chambers feature a fully-sealed parking chamber with internal breathing valve (IBV), coil clash-free design, and redundant sealing, which provide superior brake chamber life and vehicle uptime. Whilst Tristop is a piston-type spring brake chamber with a service pressure up to 13 bar/188 psi, Wabco’s double diaphragm spring brake chamber Tristop D reaches a service pressure up to 10

26 CVW MAY 2020

©Kadmy/AdobeStock

Jonathan Doubinsky (JD): Wabco‘s brake chambers – available for air disc, wedge, and cam brake applications – are a fundamental part of the wheel end. They transform the energy of compressed air into mechanical movements with high forces to reliably actuate the brake, thus bringing the vehicle to a safe stop.

Spring brake chambers are also able to keep the brake in a parked position by providing clamping force in line with respective regulations.

The Wabco EasyFit Automatic Slack Adjuster, on the other hand, is a vital part of the S-Cam drum brake. It acts as a lever and helps to constantly ensure the adjustment of running clearance between brake lining and drum, even under extreme temperature conditions.

bar/145 psi, so is perfectly adapted to trailer needs providing an optimised TCO-solution.

Furthermore, our customers can choose from a broad range of different performance levels of Tristop D, reaching from basic solutions with open-hole design up to premium variants with a new integrated release bolt (IRB) design.

This new IRB design eliminates an external release bolt and dust plug, thus significantly improving serviceability and helping to maximize protection against exterior contamination.

Q

What makes the Wabco EasyFit Automatic Slack Adjuster an ‘easy fit’?

JD: Wabco’s automatic slack adjuster is designed to be maintenance-free. Easy, accurate, and quick installation of the device and its self-setting function avoid additional adjustment work once the product is installed in the vehicle.

Q

How does the Wabco EasyFit Automatic Slack Adjuster benefit fleets?

JD: The clearance sensing principle helps to maintain optimal brake clearance between brake lining and drum, even under extreme temperature conditions. This decreases the risk of hot runners due to our unique

adjustment behavior.

The powder coating and robust rubber sealing enable a long product life.

Furthermore, Wabco’s automatic slack adjuster features full lifetime lubrication and, hence, does not require any quarterly greasing, which significantly reduces service times and TCO.

Q

What are the differences between your products and similar products on the market?

JD: Whilst traditional automatic slack adjusters require a quarterly greasing, the Wabco EasyFit automatic slack adjuster is designed with full lifetime lubrication to keep fleets on the road.

The clearance sensing principle helps to maintain optimal brake clearance between brake lining and drum, reducing the risk of hot runners and supporting to optimise the wear behaviour of these components.

In addition, powder coating and Wabcodesigned rubber sealing provide outstanding robustness over the product lifetime.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM WABCO, WWW.RDR.LINK/VQ018

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TESTING THE WATERS

F

or a company that has spent more than 40 years supplying a range of heavy-duty vehicle lifts to UK clients involved in the bus and coach, commercial motor, and heavy haulage sectors, this was certainly seen as a bold move. At last year’s Commercial Vehicle Show, Totalkare introduced its first brake tester.

David Hall explains: “It certainly proved a wise decision. Our sales targets for the first 12 months were surpassed in just 100 days and our systems are installed and currently being used across numerous sectors and with several local authorities – all ably supported by our nationwide team of field service engineers.

“Making sure we offered the best products was our first aim, but we knew we had to replicate the same level of technical expertise, service, and maintenance we offer across our lifting solutions. With this in mind, we appointed two sector specialists in Graham Simmons and Luke Simmons and that gave us immediate traction.”

Available as a mobile or in-ground

David Hall, Managing Director of Totalkare, explains the company’s decision to introduce its first non-lifting product and how the move has been received. product, Totalkare’s design involves the latest technical solutions that makes it suitable for testing all vehicles up to a maximum axle load of 20,000kg. It has DVSA approval, is hot galvanised to improve durability, and features comprehensive load simulation system and app technology so that data and analysis can be completed on a smart phone or tablet.

The Totalkare brake tester can also be adapted to allow for testing vehicles with a wheel span between 880mm to 2880mm and those with a very low wheelbase that you would usually find on small light vehicles and city trucks.

East Anglian transport specialist Transam Trucking is one company that has benefitted from Totalkare’s brake testers.

In what is believed to be a UK first, the company has reduced the time it takes to test each of its 130 vehicles at full load capacity from one hour to just 15 minutes – a major time and cost saving with staff redeployed elsewhere in the business.

Technical experts from Totalkare worked quickly to identify the right solution and install the brake tester, which needed some form of civils work but not the usual deep pit. The company also provided extensive training for all Transam Trucking staff so they could get the most out of the technology as quickly as possible.

“Regulation is coming in that will require you to ensure that every vehicle you put on the brake tester has a full load on it, which will be very time intensive when you’ve got 600 tests to do a year,” explains Mike Wickham, Workshop Manager at Transam Trucking.

“We knew we had to find an alternative to the manual approach of loading, so spent a long time researching different technologies, finally settling on the Totalkare in-ground brake tester with load simulation automatically applied.

“It has only been in a few months, but the difference is already huge, with the capacity to test 20 vehicles – ranging in size form a sprinter van to a 53-feet arctic – every day.”

FOR INFORMATION ON THE MOBILE AND IN-GROUND BRAKE TESTERS FROM TOTALKARE, WWW.RDR.LINK/VQ019

MAY 2020 CVW 27

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BRAKES

BRAKING NEWS As the sole distributor of SAF-Holland in the UK, Ben McEvoy of IMS Group explains the introduction of the company’s Intradisc air suspension systems and the effect it could have on the market.

T

he Intra family of SAF axles offers the most flexible solution for transport operators looking to minimise the whole-life costs of their trailer fleets. The versatility of the Intra range means that air suspension systems can be accurately specified to meet the exact needs of individual operators and their intended applications. Intra was designed to feature a lower component count than others to ease servicing, helping to make SAF Intra a favourite amongst service technicians and operators alike.

Whilst the tried and tested Intradrum continues to remain very popular within the UK commercial transport community, there is a slow and steady rise in the number of operators seriously considering SAFHolland’s disc alternatives when fully assessing trailer brake options. The ratio of tractors to trailers within fleets is often a factor influencing the decision whether to specify drums or discs for trailer braking.

It is accepted that discs are better working regularly rather than stood idle, whereas drums are more forgiving if left inactive for extended periods. So, within tipper/tanker fleets where the tractor/trailer ratio is typically closer to 1:1, a stronger case can be made for discs as they will be fully utilised in this scenario.

Ben McEvoy, Sales & Marketing

Manager for IMS Group, comments: “SAFHolland has long been aware that in delivery and distribution, every kilo counts, which is why they’ve worked consistently on developing payload-optimised axles right across the Intra family, including the unique Intradisc plus Integral.

“Utilising more advanced braking technology, disc brakes are lighter than their drum equivalents, and it’s also widely acknowledged that discs can offer higher and more consistent braking torque than drums.”

He continues: “The company’s latest development of the Intradisc plus Integral axle and weight-relieved disc brake caliper together reduce the weight by 24kg on a triaxle trailer, which is not insignificant. But importantly, none of this weight saving is made at the expense of performance, longevity, or safety.”

SAF-Holland currently offers two Intra disc-equipped axle/suspension derivatives: Intradisc AirVent and Intradisc plus Integral. SAF works hand-in-glove with

leading brake manufacturers in order to provide a choice of calipers for each of the Intradisc products to accommodate the preferences of operators, their service partners, and workshop technicians.

The SAF SBS2220HO, developed with Haldex, and Knorr-Bremse SK7 are now joined by the Knorr-Bremse ST7 (SBS2220KO) – a two-piston air disc brake caliper, specifically developed for trailers.

Knorr-Bremse has introduced several significant developments in the ST7, which is now one of the lightest two-piston brakes for 22.5-inch wheels on the market.

Knorr-Bremse has introduced several significant developments in the ST7 which is now one of the lightest two-piston brakes for 22.5-inch wheels on the market. Modifications to the calipers, carrier, and pads have brought a 10% weight reduction compared to its predecessor, the SK7. The proven two-piston principle prevents uneven wear so that the pad material wears uniformly even in the toughest applications.

Ben McEvoy concludes: “SAF and KnorrBremse have a long-standing, highly productive relationship, and given the effort they’ve jointly invested in the ST7 to deliver meaningful economic and operational advantages, I think that we’ll see far more Intradisc equipped with ST7s on the road in the near future.”

FOR MORE INFORMATION ON THE SOLUTIONS OFFERED BY IMS GROUP, WWW.RDR.LINK/VQ020

28 CVW MAY 2020

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TYRES & WHEELS

GET IN THE

Paul Turner Švit/AdobeStock

GROOVE Paul Turner of Bridgestone talks through the company’s regrooving app for technicians, which promises huge time savings and greater convenience.

T

he Bridgestone regrooving app should do away with hard copies of manuals, with every pattern on every Bridgestone tyre detailed clearly, featuring the correct depths and widths to adhere to when regrooving. Paul Turner, Training and Development Manager for Bridgestone, spent nearly 12 months collating all the data necessary to make the app work.

More than 80 patterns are documented, all available at the swipe of a mobile phone, and it is expected that hours of downtime will be saved. Paul Turner explains: “We identified a demand for this and have been working hard to create a compelling solution, which we now have after months of hard work. “It is vitally important that the regrooving process is carried out correctly and this app will make a positive difference here. If a pattern book is lost or mislaid, a technician doesn’t need to take a guess, as the

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implications are too serious. They could cut too deeply which could damage the belt and lead to further safety issues down the road. “This app is a tool to benefit technicians who work with Bridgestone product. It is quick and easy to use whilst being good for the environment as no paper manuals will be needed in future. It is a great step forward in the digitalisation of a technician’s job and we look forward to receiving their feedback.�

Using the app The app is designed to be used by technicians who are experienced in regrooving and have a good understanding of the Health & Safety requirements relating to the practice. Ideally, they will have gained the National Tyre Distributors Association (NTDA) Licensed Commercial Tyre Technician (LCTT) qualification through one of the NTDA’s training partners.

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Once downloaded and installed from the relevant app store – it is available on iOS and Android – the user simply opens the app and agrees to the standard terms.

The initial screen appearing after the loading screen (Fig. 1) is the pattern selection screen showing all Bridgestone, Firestone, and Dayton products in alphabetical order by pattern (Fig. 2).

Once the pattern is chosen, you are presented with the available sizes for that pattern of tyre. Select the size you need and the information is displayed on the screen with the depth, width, and pattern to cut.

Some patterns have two or even three options. The app will show all of these and list them as “preferred� or “optional�. Say, for instance, you need to obtain the data to regroove a 295/80R22.5 Bridgestone Ecopia H-Drive 002. From the home screen select “Ecopia H-Drive 002� – it is at this point a user can add the pattern to the favourites section by pressing the star button in the top-right corner (Fig. 3).

From the following screen select “295/80R22.5�. The resulting screen shows that you cut a depth of 2.5mm with a width of 7.0-8.0mm, and then follow the pattern highlighted in red (Fig. 4). The app also gives the option of saving this size/pattern combination into a favourites folder where it can be selected with a single click.

FOR MORE INFORMATION ON BRIDGESTONE, WWW.RDR.LINK/VQ021

MAY 2020 CVW 31

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TYRES & WHEELS

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SPOT THE DIFFERENCE Technicians need to be sure they are fitting OE quality wheel bearings, such as from the FAG range, says Schaeffler.

I

t shouldn’t come as a shock to know that wheel bearings are one of the most safety critical components fitted to any modern motor vehicle driving on the road today. When you take into account the extra weight, payload and cost involved in heavy commercial vehicles, it becomes even more important to ensure that the hub bearings you install are of a quality that cannot be compromised.

Schaeffler’s FAG RIU (Repair Insert Unit) range has grown from strength to strength in the CV aftermarket scene since it was introduced a few years ago. Unfortunately, there are examples where generic ‘will-fit’ parts are used instead, which don’t provide the same high quality standards.

Devil is in the detail Would you say you have a keen eye for details? Look at the two bearings in Fig. 1 – can you tell the difference? It may surprise you to learn that even though they are sold to fit the same application, only one of them matches the material and manufacturing quality standards of the original equipment.

Let’s take a look into the differences more closely, including the reasons as to why they are so different.

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As a technical partner and OE supplier to the world’s leading vehicle producers, FAG must maintain the highest possible standards to ensure that our components are suitable for original fitment. We constantly and rigorously check and test our components during every stage of the manufacturing process to ensure that these standards are maintained. We also regularly check competitor’s parts to make sure we remain number one for quality.

This engineering comparison concerns FAG RIU reference 566074.H195 (fitted to DAF 7.5t.), and one of the will-fit alternative versions available in the aftermarket, to test and assess the differences between the two theoretically ‘comparable’ components.

“We constantly and rigorously check and test our components during every stage of the manufacturing process to ensure that these standards are maintained.�

32 CVW MAY 2020

As you can see from the images, there are some more obvious visual differences. The FAG version is supplied with a press fitment cap to prevent damage to the bearing during installation, with plastic grease protectors covering the bearing to ensure that grease does not escape or become contaminated (Fig. 2). The alternative version does not have either of these features, leaving the grease exposed which will greatly increase the risk of contamination.

Material testing of the other bearing also reveals some interesting facts. It shows considerable metal content variations, especially on the inner race, which will have a negative effect on resistance and bearing life expectancy. The rollers inside the bearing are constructed from a poor quality metal that is not suitable for wheel bearing application. Compared with the OE specification, there is also insufficient roller and raceway profiles, which together with a deficient geometry of the inner ring lip, will ultimately lead to premature failure.

What to consider Preventing contamination (Fig. 3) is the most important factor to remember when installing a new bearing, because the undisputed number one cause of premature bearing failure is contaminated grease.

And the problems don’t end there – the grease used in the alternative bearing (Fig. 4) only provided sufficient lubrication up to 185°C during testing, which is a huge problem when you consider that vehicles

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í˘ˇ with disc brakes will easily exceed this temperature under normal braking conditions! At this point the bearing would have ineffective lubrication, causing rapidly accelerated rapid wear and complete bearing failure. Opening the bearings reveals even more differences. The most

obvious to spot is that the size of the rollers in the FAG bearing are much larger in comparison to the other (Fig. 5). This allows the FAG bearing to withstand much more weight and pressure. Look at the comparison for yourself in the pictures, which one would you rather fit? (Fig. 6&7)

“Preventing contamination is the most important factor to remember when installing a new bearing.�

SCHAEFFLER'S DEDICATED REPXPERT PLATFORM OFFERS FURTHER PRODUCT INFORMATION, INSTALLATION GUIDES, AND MUCH MORE. TO SEE IT FOR YOURSELF, WWW.RDR.LINK/VQ022

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TYRES & WHEELS

“A MASSIVE REDUCTION IN VEHICLE DOWNTIME” Prometeon Tyre Group UK, the distributor of Pirelli-branded commercial vehicle tyres, highlights two companies that benefit from its offering.

B

est practice in truck tyres is not just about selecting the best-performing tyre for a transport operation: it’s also necessary for choosing the right partner with the right technology.

Caledonian Logistics and DRS Logistics have partnered with Prometeon for this reason. They both specify Pirelli’s flagship Triathlon tyres (designed specifically for UK roads), and they also make use of Prometeon’s management systems to maintain optimum tyre performance.

Aberdeen haulier Caledonian Logistics operates 60 trucks from four sites and is a member of the Palletways pallet network.

Choosing the Triathlon range from Pirelli not only gives Caledonian tyres that are suitable in any road condition, but also high mileage and low fuel consumption – and thus, the business saves money and sharpens its environmental credentials.

Managing Director of Caledonian Logistics, Derek Mitchell, comments: “We have partnered with Prometeon and Pirelli for more than a decade. We trust their products and advice, and we liaise closely to ensure we are delivering for our customers.”

34 CVW MAY 2020

Gary Hughes, Fleet Maintenance Manager for Caledonian, adds: “When I joined Caledonian, I noticed the need to review and improve wheel fitting and security. Best practice was not being followed and we decided to move to service providers whom I was confident would adhere to procedures and quality audit their work.

“Prometeon helped with this and I feel we now have the correct partnership in place, and the correct procedures and products that allow us to perform economically and safely.” Indeed, Gary has recommended Prometeon’s service to other operators who now reportedly enjoy similar cost savings as a result.

Container haulier DRS Logistics operates 64 trucks from Felixstowe and Southampton ports. To maximise its choice of Pirelli Triathlon tyres, DRS uses Prometeon’s online management tool, Pro Management, to monitor usage and costs.

Aaron Richardson, General Manager – Fleet & Compliance at DRS, says: “Using Pro Management, DRS has been able to reduce administration time and paperwork, and increase visibility of the fleet activity, therefore, helping to control tyre costs.

“The online tool has enabled DRS to streamline the number of contact points, with the system simplifying the number of personnel required to be involved with managing the fleet.

“This is backed up by a close working relationship with key personnel at Prometeon, supported by their comprehensive technical reporting.

Prometeon’s breakdown service has also given us a single point of contact to manage and handle all breakdowns anywhere in the UK. It’s extremely efficient, and we’ve seen a massive reduction in vehicle downtime.”

Alex Whittle, Prometeon Sales Director, concludes: “We pride ourselves on listening carefully to an operator and understanding their needs in terms of both product and service: that way we help an operator make the most of our tyres.”

FOR MORE INFORMATION ON THE RANGE OF PIRELLI TYRES FROM PROMETEON, WWW.RDR.LINK/VQ023

Web Ad_Layout 1 23/01/2020 12:15 Page 33

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FILTERS

DOC, DPF AND SCR FILTERS: THREE KEY DIFFERENCES Hartridge investigates the reason there is more than one filter in the exhaust system and what their differences are.

T

he diesel exhaust aftertreatment system has arisen to solve one problem; the difficult task of removing harmful particulate matter from diesel engine emissions. Untreated emissions from a diesel engine contain a cocktail of harmful chemicals and particulate matter, however today’s system can reduce this down to harmless substances, oxygen, and water.

The exhaust aftertreatment devices that are applied to vehicles are Diesel Oxidation Catalysts (DOC), Diesel Particulate Filters (DPF) and Selective Catalytic Reduction (SCR) catalysts. Using a combination of physical mechanisms and chemical reactions these systems can, under the right conditions, achieve near complete removal of particulates and harmful gases. There are many variances between these systems but the biggest differences between DOC, DPF and SCR filters lies in their individual purposes.

Regeneration The DOC is the first device in the after treatment system. It is a flow through filter that contains precious metals to start the oxidation of hydrocarbons, carbon monoxide and unburned fuel and oil. Both the DOC and the DPF are honeycomb ceramic filters.

However, unlike the DOC, the DPF is a wall-flow filter that traps any remaining soot that the DOC couldn’t oxidise.

The soot remains in the DPF until it is regenerated either passively or actively.

Passive regeneration occurs when the vehicle’s normal operating temperatures and the DPF will oxidise the particulates anywhere between 275-360˚C. Active regeneration is instigated when sensors detect an excessive build-up of particulates within the DPF. Raw fuel is injected into the exhaust stream to trigger temperatures over 600˚C is required oxidise the build-up of soot.

Back pressure usually returns to normal after the soot is gone, however, don’t forget about the ash! Ash builds up inside the DPF

36 CVW MAY 2020

and does not burn or oxidise like soot and will remain until removed. Ash is made of minerals, metals and other trace elements from the breakdown of lubricants, additives and engine wear. Ash builds up at a much slower rate than soot but if ignored will eventually cause increased back pressure, fuel consumption and sometimes DPF failure.

As ash builds inside the DPF the number of active regenerations increase causing poor fuel economy, extreme high temperatures, and more constant back pressure that can be detrimental to the turbo charger. The longer the ash is left inside the DPF the greater the chance of it hardening into a plug which closes off a portion of the filter.

A vehicle operator will be the first to notice the shorter intervals between regenerations which is the first clue to ash build up and the need to remove the DPF for cleaning. This can also be observed by data logging the regen cycles in the workshop with diagnostic equipment.

When the DPF is removed for cleaning it is always a good practice to also remove the DOC and clean it as well if necessary.

The last component in the after treatment system is a flow through SCR catalyst which introduces Diesel Emissions Fluid (DEF) to the process. This fluid contributes to the further break down of nitrogen oxides that pass through to the SCR filter. Typically the SCR filter doesn’t need maintenance except in rare events where a component related to the DEF fluid fails.

Core Contents At the heart of these components is an ultrafine filter in which to capture microscopic particulates. A DOC can contain more precious metals than a DPF and metals such as platinum bonds with the oxygen molecules in hydrocarbons. A DPF’s core can be made of a few different materials but the most common are cordierite composites.

An SCR catalyst has valuable filter contents in the form of ceramic materials and precious metals.

All these filters contain a specific recipe of metals selected for their role in the chemical reactions necessary to effectively clean the emissions. In addition, they are manufactured with materials to resist the higher temperatures of an active regeneration cycle. Unfortunately the core materials of these filters have made them the target of thefts, especially on vehicles with high ground clearance like people carriers, vans, and trucks.

Maintenance Although these filters differ in their purpose on the vehicle they all share the need for maintenance and servicing because the filters can still get congested in their own ways. If blockage builds up it can cause irreparable damage to the exhaust system resulting in massive repair costs, unscheduled vehicle down time, and particulate matter entering the environment.

The DPF and DOC filters are suitable for pneumatic and thermal cleaning; conversely, because the SCR is a closed unit it is not suitable for the pneumatic cleaning.

It can still get blocked by hardened DEF and if this happens it is not usually serviceable.

FOR MORE INFORMATION, WWW.RDR.LINK/VQ024

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KNOW AND TELL Knowing precisely when to replace the filter element in a truck’s fuel filter water separator (FFWS) can be challenging. Derek Martin, Engine & Mobile Filtration Division Europe at Parker Hannifin, explains the process.

F

uel contamination, either in the form of dirt or water, will find its way into fuel systems no matter how much care is taken to avoid it. With engines now injecting fuel at up to 2500 bar, and injector tolerances being measured in microns, it is hardly surprising that even a small amount of dirt or water corrosion can create problems. It only takes a tiny particle to block a passageway or prevent an injector from seating correctly.

Similarly, water in fuel can result in reduced lubricity leading to excessive wear.

This loss of protection results in surface pitting and eventual pressure loss. Water in fuel can also promote undesirable microbiological growth. Ultimately, regular changing of filter elements over the lifetime of an engine can save thousands in engine refits, let alone downtime. The question is: when to do it?

Fortunately, there are many accessory devices available to remove the guesswork and ensure optimum filter replacement strategies. The only dilemma is deciding which device to deploy.

Vacuum restriction indicator One such device is a vacuum restriction indicator, which monitors element condition as the filter slowly becomes blocked with contaminants. The upshot is increased flow restriction leading to a reduction in fuel delivered to the engine, causing it to lose power and eventually stall. By introducing a vacuum indicator in the fuel system, visual monitoring of the element condition is possible at a glance, increasing fuel system troubleshooting efficiency, and lengthening element change intervals.

Filter minder Another useful accessory is the filter minder, a self-latching device that maintains its set condition even after the engine has been switched off. As soon as the filter element has been replaced, a filter minder can be reset simply by depressing the button on top of the indicator.

Vacuum gauge For applications where a vent port is not available, a high quality vacuum gauge should be installed in the fuel delivery system at the outlet side of the FFWS to allow instant visual monitoring of the element condition.

At the first indication of decreased performance, note the dial reading or apply the ‘red line’ decal provided with most kits. This will assist in knowing when to change the filter at the next interval.

Water detection modules Water detection modules are also worthy of investigation – each is designed to suit particular FFWS units and installation requirements. These devices use an

electronic detection module to analyse electrical resistance at a water probe fitted in the bowl of the FFWS. This determines if water is present, signalling that it is time to drain the FFWS. In addition to alerting the operator that water has collected in the bowl, detection modules can also indicate that the element restriction has reached a point at which fuel starvation may occur, meaning it is time to change the filter element.

Best practice Ultimately, there is no better way to ensure engine reliability than knowing exactly when to change the element in FFWS units. If unsure which option is the best, then always seek advice from someone you trust. A supplier such as Parker Racor has decades of experience gained through the development of filtration media, such as Aquabloc3D, which helps it to recommend the best solution for a given application.

Whichever solution is selected, users should always ensure that any device claiming to determine the optimum replacement time for FFWS elements is validated for integrity, EMC compatibility, and safety. It should also be noted that, despite the advanced functionality of the latest devices for indicating filter element replacement, none are intended to supersede the condition-based service advice and schedules specified by the OEM vehicle manufacturer.

FOR MORE INFORMATION ON PARKER RACOR’S RANGE OF FUEL FILTERS, WWW.RDR.LINK/VQ025

MAY 2020 CVW 37

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FILTERS

WHY CABIN FILTERS SHOULD BE REPLACED Borg & Beck offers its advice on the importance of replacing cabin filters.

R

eplacing cabin filters when a vehicle is in for service is usually part of the service schedule, but it is often overlooked. Why? Many vehicle owners either don’t know they exist or what their purpose is. Therefore, they are not willing to pay for it to be replaced.

In any service, all filters should be replaced in line with the vehicle manufacturer’s schedule. During the spring months, it is particularly important to ensure that the cabin filter is functioning properly, especially as it will inevitably be worked harder over the summer.

Therefore, the added pressure of filtering out the harmful particles and contaminants could lead to decreased heating and air

conditioning performance, unpleasant odours, and safety issues, as the windows may not be able to clear properly – especially when raining – affecting the vision of the driver.

If customers choose not to replace the cabin filter whilst the vehicle is in for its routine service, then it is imperative that they are made aware of the possible consequences. Clogged filters will reduce the amount of clean air entering the cabin, which can lead to the windows misting, plus they will notice a greater level of dust building up as it will be unable to be filtered out.

As a result, asthma and allergies may be triggered, the cabin can become stuffier (which can induce symptoms such as

watering eyes, headaches, and nausea), and it could leave the driver feeling fatigued, which would affect concentration – another dangerous side effect.

Problems with the HVAC (heating, ventilation and air conditioning) system can also develop, as it will come under pressure if the cabin filter is blocked. Micro-organisms will then begin accumulating in the cabin as moisture builds up in the captured particles.

This can become a breeding ground for mould and bacteria, leading to the development of unpleasant odours.

To prevent these potential health and safety issues, technicians should be recommending filter replacement and, irrespective of these known problems, cabin filters should be automatically replaced every 12 months.

Information is key To help your customers fully understand the health and safety issues surrounding improper maintenance of cabin filters, First Line, under its Borg & Beck brand, has produced a displayable poster to inform of the risks associated with cabin filters should they ignore the advice to regularly replace them.

To promote best practice in your workshop, simply get in touch with the First Line team via email to receive a copy for yourself: marketing@firstline.co.uk.

FOR MORE INFORMATION ON THE RANGE OF FILTERS AVAILABLE FROM BORG & BECK, WWW.RDR.LINK/VQ026

38 CVW MAY 2020

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BODY REPAIR & MAINTAINANCE

THE REFINISHING TOUCHES Axalta is a supplier of liquid and powder coatings, with over 150 years of experience in the coatings industry. The company provides solutions to a wide range of business areas, from light OEM vehicles, commercial vehicles and refinish applications, to electric motors, buildings and pipelines. CVW finds out more.

A

xalta’s refinish business has an impressive portfolio of brands for every bodyshop requirement, market segment, and market maturity. The company’s three global refinish brands – Cromax, Spies Hecker and Standox – anticipate their customers’ needs and help them to excel at the paint repair process.

Axalta Refinish’s efficient, high quality coating technologies and integrated digital business solutions make the entire paint repair journey faster, easier and more profitable for its customers. Based on the company’s in-house chemistry that uses both temperature and ambient humidity to accelerate the drying process, in-house Fast Cure Low Energy technology delivers a truly accelerated repair time. It offers bodyshops a good balance between high speed and low baking energy consumption, while delivering a finish that the company claims is faster than ever.

The company is confident that Axalta Refinish’s value-added support and services are of a high standard. Bodyshops can now handle colour management without a PC in a 100% digital colour retrieval process, thanks to the brand’s Digital Colour Management. The company regards itself as being dedicated to innovation, which, coupled with its ever-evolving tools and technology, means it offers its refinish customers a wide colour choice for colour

matches. Its latest mini spectrophotometers are not only small, light and 100% digital, they automatically measure flake effects, making colour matching easy and accurate, even on the latest effect finishes.

Training ground The company has high training standards throughout its 59 training centres in Europe, the Middle East and Africa. In the UK, the Axalta Refinish Academy in Welwyn Garden City, Hertfordshire, is a training centre where refinishers can train with the very latest products and equipment in a fresh and modern work environment.

It comprises theoretical and practical teaching areas, with dedicated training rooms, mixing areas and spray booths, which are equipped with high-end materials and energy-saving features. Training is also offered by Cromax, Spies Hecker and Standox via a series of online videos on their YouTube channels, where an experienced refinish technician shows refinishers how to get the most out of the brands’ products through correct application techniques.

The company claims that the Imron Fleet Line (Cromax), Permafleet (Spies Hecker) and Standofleet (Standox) product ranges cover the full repair process for commercial vehicle refinishing – from drivers’ cabs and buses, to special-purpose vehicles. The latest technological advances from Axalta ensure that CV refinishers can expect easy application, impressive drying times and excellent results, regardless of the shape or size of the job.

FOR MORE INFORMATION ON AXALTA’S OFFERING AND TRAINING WWW.RDR.LINK/VQ027

MAY 2020 CVW 41

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BODY REPAIR & MAINTAINANCE

TOP IT OFF

D

escribed as the next generation of commercial transport topcoat, PPG launched Nexa Autocolor’s Turbo Vision to develop upon the highly regarded Nexa Autocolor EHS Turbo Plus paint line.

The company invested extensive research and development into the Turbo Vision platform to deliver technology designed to address future requirements and expectations of a CT coating system.

The commercial transport offering has been available in the premium refinish brand Nexa Autocolor since March 2018 and offers significant enhancements through innovation, process optimisation and colour excellence; whilst also being fast-drying, easy to apply and achieving a durable gloss and finish.

Turbo Vision has been designed to reach improved levels of performance, process optimisation and colour excellence. Covering all the needs of the

PPG Refinish UK introduced its commercial transport platform Turbo Vision within the Nexa Autocolor brand in 2018. CVW caught up with the company to understand what the next generation of topcoat is all about. commercial vehicle industry – from repairers to special manufacturers – the easy application and fast drying times deliver a premium finish for users.

Flow and colour matching have been at the centre of research when developing the platform, and with different types of vehicles and parts demanding different performance characteristics, a comprehensive range of binders – High Flow, Matte, Structured, Medium Solid and Direct-to-Metal – has been developed to combine with the new premium toners.

Using Turbo Vision’s Premium High

“Ease of application and lower material consumption both contribute towards a 10-15% reduction in VOC emissions, resulting in healthier working conditions for painters.”

Flow Binder results in enhanced coverage and improved opacity, according to the company. Ease of application and lower material consumption both contribute towards a 10-15% reduction in VOC emissions, resulting in healthier working conditions for painters, whilst lowering the environmental footprint for workshops.

As an easy-to-use paint process combined with accurate mixing and efficient colour matching, Turbo Vision offers shorter baking times and less re-work for technicians. Both experienced painters and trainees alike are able to benefit from faster, accurate and reliable results. The covering properties means, on average, a 10-15% material saving and a 25% bake time reduction. PPG claims that Turbo Vision’s general appearance and long-term durability exceeds other coating systems; its colour stability allows painters to confidently and consistently achieve colour mixing and excellent results every time.

David Heal, UK & Ireland Market Director for PPG Refinish, comments: “This generation of commercial transport coatings is a truly exceptional and exciting platform.

“Turbo Vision supports PPG’s goal to be the customer’s first choice every time and significantly improves the value we deliver to our customers. The feedback we have received from early users of the system is exceptional, we are very excited for the entire commercial transport market to experience all the benefits this revolutionary platform can offer.”

FOR MORE INFORMATION ON TURBO VISION, WWW.RDR.LINK/VQ028

42 CVW MAY 2020

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PAINT RECTIFIC ATION Mirka talks through its method for rectifying bodywork damage.

Action: Sand large defected area Use: Mirka Deros 625CV with Microstar P1200 followed by P1500 Action: De-nib surface Use: Mirka Deros 325CV with P1500/P2000 Microstar (dry) or Mirka AOS-B 130NV with P1500/P2000 WPF discs (with soapy water) Action: Further reduce scratch pattern Use: Mirka Deros 325CV Abralon J3 3000 disc and soapy water

Action: Further reduce scratch pattern Use: Mirka Deros 625CV with Abralon J3 3000 disc Action: Apply compound to surface of lambswool pad and polish until scratches have been removed

Use: Mirka PS1437 with Polarshine 10 with Lambswool Pro polishing pad Action: Apply compound to yellow waffle polishing pad to further improve gloss level Use: Mirka PS1437 with Polarshine 10 with Mirka yellow waffle pad Action: Remove holograms and clean off any residue Use: Mirka PS1437 with Mirka black waffle pad and Polarshine 5 and Mirka yellow microfibre cloth

FOR MORE INFORMATION ON THE PRODUCTS LISTED IN THIS STEP-BY-STEP GUIDE,

WWW.RDR.LINK/VQ029

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BODY REPAIR & MAINTAINANCE

PANEL PARTNERS TTC has been supplying the commercial vehicle parts market for 45 years and has built strong relationships with a number of OE and proprietary brand supplier partners. Here, the company explains the benefits of one partnership in particular.

W

hen the company entered the body panels market nearly 10 years ago, there was only one company that could meet the same quality and support that TTC required. Covind has specialised in the design, manufacture and distribution of replacement body panels and components for the last 35 years, covering both the truck and van market.

One of the first things that impressed TTC was the high level of quality, as well as all the necessary safety characteristics to adhere to the stringent and tough driving environments of today. Covind employs advanced production processes which enable an alternative offering when damaged panels need replacing, ensuring the truck remains in top condition and in near original condition. Within the process, there are a variety of key checks in place to ensure the panel meets the necessary requirements; these include: ■ ■ ■ ■

Dimensions and size Weight Material type Appearance and colour

As Covind works in compliance with EU Regulation NEW B.E.R. No. 461/2010 (formerly BER No. 1400/2002), alongside

44 CVW MAY 2020

use of Imron FleetLine by Dupont and Lesonal, the final results of paint tests on the Covind body panels show: ■ Good adhesion of the paint system to the ■ ■ ■ ■

substrate Good stone impact resistance Good mechanical resistance Good heat resistance Good stream resistance

All of the above is claimed to contribute to a fast and easy-to-paint process, enhanced productivity, and a reduction in time taken for the CV body workshops to complete the job, ensuring the truck is back on the road in a timely manner for the fleet.

What are the alternatives?

The punishment a truck takes during its life on the roads will soon reveal any weaknesses. A thin, poor quality body panel will vibrate and flex to such a degree that the mounting points will fracture.

Thanks to over 35 years of experience being supported by highly qualified technicians, Covind has an internal know-how and a wealth of knowledge, derived from experience and ‘on field’ testing.

We all understand how costly vehicle down time can be. TTC firmly believes that

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COMPANY FACTFILE THE TTC TALE The TTC brand has been established for over 40 years, and has grown hugely since its launch in 1975. Now a leading independent brand in commercial vehicle accessories and parts, the company also offers the highly regarded ‘TTC Catalogue’, which hosts hundreds of products for the bodyshop. The latest edition also saw a further 200 pages added, providing a huge range of options in celebration of the company’s 40th anniversary.

TTC also launched its own alternative product range in 2009, offering a wide range of alternatives to OE at a competitive price. Not limited to OE alternatives, the company also offers products from brands such as Haldex, Knorr Bremse, Wabco, Continental, Monroe, Remy, LUK and FAG, for both vehicle manufacturers and the aftermarket. demand for a premium quality body panel will continue to grow as demand for a quality fit part continues to be more important than just the cheapest price.

The relationship built up between TTC and Covind is testimony to the ethos of both companies and today, the TTC Body Panels programme provides customers with a range covering over 1,500 references across DAF, IVECO, MAN, Mercedes, Renault, Scania and Volvo truck variants.

TTC’s New Edition 20 Catalogue was launched in late 2019 and includes many new features, with a number of new sections, including – for the first time – a dedicated Truck Body Panels section spanning over 60 pages. This was in response to the growing demand for a simple way to identify the correct panel for a vehicle.

FOR MORE INFORMATION ON TTC’S OFFERING, WWW.RDR.LINK/VQ030

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

LOOKING FORWARD TO SANDOWN PARK The UK’s only regional tradeshow dedicated to garage businesses is gearing up for another year. We look forward to seeing you!

EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business. Attending this year’s MECHANEX – the only regional show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed. The dates for this year are:

10TH – 11TH NOVEMBER 2020 GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

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TEA BREAK WHO OWNS THE FISH? There are five houses in a row and in five different colours. In each house lives a person from a different country. Each person drinks a certain drink, smokes a certain brand of cigarettes, and keeps a certain pet. No two people drink the same drink, play the same sport, or keep the same pet.

● ● ● ● ● ● ● ●

The Brit lives in the red house The Swede keeps dogs as pets The Dane drinks tea The green house is on the left of the white house The green house's owner drinks coffee The person who smokes Pall Mall rears birds The owner of the yellow house smokes Dunhill The man living in the centre house drinks milk

● ● ● ● ● ● ●

teaser

The Norwegian lives in the first house The man who smokes blends lives next to the one who keeps cats The man who keeps horses lives next to the man who smokes Dunhill The owner who smokes BlueMaster drinks beer The German smokes Prince The Norwegian lives next to the blue house The man who smokes blend has a neighbour who drinks water

If you send in the answer, you can be in with a chance of winning an Amazon Echo Dot! Text ‘ALIGN CVW’…followed by the answer and your email address to 66777 (standard text costs apply). Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/06/2020. T&Cs apply.

Who owns the fish?:

NAME THE BAND

Win

Answer:

FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk, with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.

Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk

Win

ANSWER TO NAME THE BAND: Pearl Jam

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WHAT’S NEW?

CROMAX LABEL UPDATE Cromax has unveiled functional label design changes across its product lines, which now give bodyshops everything they need to know at a glance. The product code and product descriptor are the two main things customers look for on the mixing machine. This information, along with the accompanying ValueShade colour, is now more visible.

Health and safety icons convey how the product should be handled, segment icons illustrate whether the product is designed for commercial vehicle or industrial applications, and paint system icons show to which repair system the product belongs. Each product type is also colour coded.

WWW.RDR.LINK/VQ031

SNICKERS STRETCH WORK SHORTS The AllroundWork and FLEXIWork shorts from Snickers are ideal for working in the warmer months. Offering flexibility and comfort, these lightweight work shorts come in a body-mapping design and a range of colours, including hi-vis options.

Made from a self-ventilating stretch fabric for mobility and durability, the shorts are designed for the professional who’s always on the go.

WWW.RDR.LINK/VQ033

EXOL 5L 15W-40 ENGINE OIL

Bahco has strengthened its range of VDEcertified insulated screwdrivers and pliers, providing automotive engineers and technicians with an extra safeguard.

The brand’s VDE tools now include an insulated and thumbscrew-adjustable wrench, suitable for automotive tasks. All Bahco insulated screwdrivers, plier sets, and wrenches meet the international IEC 60900 standard.

Customers in the agricultural and commercial vehicle sectors can now access Exol’s Taurus SHPD E7 15W-40 heavy-duty engine oil in five-litre bottles.

The product is approved by Volvo, Mack, Renault and Cummins, and is said to increase engine cleanliness and oxidation control.

The oil features a blend of solventrefined base oils, viscosity index improvers, and pour-point depressants, and provides greater protection to critical components such as main bearings, turbochargers, and valve trains.

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BAHCO VDE INSULATED TOOLS

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POWER-TEC SPRAY GUN WASHER CABINET The compressed air-operated spray gun washer cabinet (part number 92544) is suitable for solvent or water-based paint gun cleaning. To aid sludge removal, up to two litres of water may be added.

Fitted with a long-lasting diaphragm pump for safety and reliability, the spray gun washer is simple to use and able to clean thoroughly. It can be used for both suction and gravity-fed guns, and is CE and ATEX approved.

WWW.RDR.LINK/VQ036

PE AUTOMOTIVE NITROGEN OXIDES SENSORS

LASER TOOLS MINI PRECISION HAMMER The mini precision hammer from Laser Tools is versatile, able to speed up trim panel removal, and is useful for dealing with trim clips and light panel beating without damaging paintwork. This hammer (part number 7615 for the multi-head set, and 7617 for the hammer separately) is primarily designed to pop in trim clips. The handle is also a neat and flexible pry-bar, useful for removing trim clips.

PE Automotive is expanding its range with the addition of NOx sensors, which allow the user to measure the amount of nitrogen oxides, compare values, and stay compliant with legislation.

Combined with the adsorption catalyst, the sensors also ensure efficient exhaust gas cleaning, allowing for clean and efficient combustion. The sensors can also be easily and quickly installed by ‘plug & play’.

WWW.RDR.LINK/VQ035

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DENSO RANGE UPDATE Denso has introduced 71 part numbers to its light commercial (LCV), commercial vehicle (CV), and heavy duty rotating electrics range. The update comprises 48 starter motors, linked to 148 OE references, and 23 alternators aligned to 90 OE part numbers. Included in the LCV starter applications are various Toyota, Isuzu, and Vauxhall models, and these same vehicles also feature amongst the alternator options.

In the CV and heavy duty list, Caterpillar, Yanmar, John Deere, and Komatsu are all part of the updated starter portfolio, and Case, Cummins, VW Industrial, and Toyota Industries make-up the alternator references. Denso and OE references can be corroborated on the Denso E-Catalogue and TecDoc. WWW.RDR.LINK/VQ038

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ADVERTISEMENT INDEX Actia Limited .................................................... (page 43)

Hope Technical Developments Limited ............ (page 11)

Air Products ...................................................... (page 30)

Jack Sealey Limited ............................................ (page 4)

Ben .................................................................... (page 30)

Kalimex Limited/JLM ........................................ (page 21)

Bowmonk Limited ............................................ (page 21)

Knorr Bremse Truck Service ............................ (page 25)

Boydell & Jacks ................................................ (page 40)

Mirka (UK) Limited ............................................ (page 45)

Castrol UK Limited ............................ (inside front cover)

Morris Lubricants .............................................. (page 39)

Checkpoint Safety ............................................ (page 34)

Premier Pits Limited ............................................ (page 9)

Conren Limited ................................................ (page 30)

Ring Automotive .............................................. (page 40)

Continental Automotive Trading Limited .......... (page 21)

Robert Bosch Limited ...................................... (page 15)

Continental Tyres Group Limited ...................... (page 12)

Schaeffler (UK) Limited .................................... (page 19)

Energizer Auto UK Limited ................................ (page 39)

Steertrak .......................................................... (page 47)

Ferdinand Bilstein UK Limited .......................... (page 29)

Stertil UK Limited .............................. (inside back cover)

Gemco Equipment ...................................... (back cover)

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50 CVW MAY 2020

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