Issuu

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP APRIL 2021

10-YE AR-OLD T YRE BAN Looking at t yre assessment in the wake of the February legislation

Also in this issue…

■ Part three of Bosch’s ‘KTS Made ESI’ ■ Step-by-step guide to brake inspections ■ Giveaways

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CONTENTS

Volume 18

Issue 4

REGULARS 5

Viewpoint

11 Business & Training

News

48 What’s New?

10 Tech Tips

49 A-Z of Batteries

SPECIAL REPORTS 13 Sharon Clancy delves into the CVW archives for her final article 16 Celebrating 100 years of the Witham Group

BRAKES 18 Part one: Step-by-step guide to brake inspections 20 Exploring the ultimate endurance test for discs

22 Tips on assessing wear on both drums and linings 25 The importance of DVSA and GEA approval for brake testers 26 Highlighting one company’s LCV product portfolio

TYRES & WHEELS 28 Why the right tyres have never been so important 30 Examining the tell-tale signs of wheel defects 31 The ban on 10-year-old tyres and what fleets need to know 32 One company’s complete market offering to keep customers on the right road 34 What operators need to consider when matching the tyre to the application

BODY REPAIR & MAINTENANCE 36 Where tooling is heading in 2021 and beyond 37 The best processes for vehicle cleaning after body repair 38 Step-by-step guide to safely removing a nut near fuel lines 39 Tips to help CV refinishers cut down on process times

FILTERS 41 Why clean air in the truck cabin is so important 42 Exploring the function and safe replacement of oil filters 44 Examining a healthy approach to cabin filter maintenance

45 How each type of filter acts differently and should be treated as such

COMPETITIONS 47 Giveaways APRIL 2021 CVW 3

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VIEWPOINT

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NEW BEGINNINGS

Editor CIAN BRITTLE Consulting Editor

SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Senior 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 Copyright © 2021

hilst I can scarcely remember setting foot in the office, it is still strange to think that it has been over a year since I began working from home. We have come a long way, though, since that initial reaction to a nascent pandemic. Logistics will be key to the economic recovery, so it is heartening to know that the repair and maintenance sector will provide the backbone to this. We can also take heart in the fact that by the time this issue is sat in front of you (and if everything has gone to plan), we will have taken the first significant step on the Government’s roadmap out of lockdown. The so-called ‘Rule of Six’ will have returned and outdoor sports and activities along with it. Whilst this is obviously good news, it is important to take note of the recent postponement of the Commercial Vehicle Show; a sign that we are certainly not out of the woods yet. The new dates (31st August – 2nd September 2021) provide hope that this government roadmap will be successful in its goals. With these green shoots of recovery offering hope of a fresh start post-pandemic, one direct benefit of the prolonged downtime is that DVSA has been able to review its heavy vehicle testing. There is plenty to be done in terms of improvements and repairing the damage caused – to both idle vehicles and the relationship between the organisation and operators. After all, it has acknowledged: “The rapid suspension of mainstream vehicle testing in March 2020 (lasting more than three months) has damaged the relationship between DVSA and parts of the industry.” Therefore, this downtime – which has allowed the organisation to compare the efficiency of ‘business-as-usual testing’ with ‘pandemic testing’ – enables the organisation to refresh its approach. Moving forwards, the increased uptake of DVSA’s Earned Recognition scheme can only benefit the application of its testing regime. Recently, the organisation announced that 93 operators are now signed up to the scheme, which is a great step towards improving standards across the industry. Being part of the ER scheme results in a much easier life for fleets, whilst also allowing DVSA to focus its efforts on the dangerous trucks on our roads. One can only hope that as we ease out of lockdown, we start to see more of these positive new beginnings. Fresh starts are all well and good, but they are only possible once something comes to an end. Therefore, my final words are reserved for our Consulting Editor, Sharon Clancy. I must announce that, sadly, this is Sharon’s final issue, bringing to an end a long and prosperous partnership. Having held many different roles over her years on the magazine, she was critical to the creation of Commercial Vehicle Workshop, playing a significant role from the very first issue back in 2004. A true stalwart of the commercial vehicle industry, she will be missed by CVW and all those who worked with her at Hamerville Media Group – we pay tribute to her work by having a look at how far we've come on page 13. Sharon, we wish you the best of luck in your retirement. Enjoy the issue and have a great month!

9,572 From 1 July 2019 to 30 June 2020

Cian B rittle Editor

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

APRIL 2021 CVW 5

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NEWS All new trucks sold must be fossil free by 2040 In an unprecedented science-backed statement, Europe’s truck manufacturers have concluded that by 2040 all new trucks sold need to be fossil free in order to reach carbon neutrality by 2050.

Renault Trucks expands electric offering Renault Trucks has introduced a new low entry cab for urban applications, including waste and distribution. Building on 2020’s exciting developments in electric drivelines, the D Wide Z.E. Low Entry Cab (LEC) brings further advancements offering improved ergonomics, visibility, and safety whilst driving up productivity and operational efficiency for multiple operations in city areas with strict emissions standards. Carlos Rodrigues, Managing Director, Renault Trucks UK & Ireland, commented: “Renault Trucks’ electric models enable operators to service the needs of our cities with a range of zero tailpipe emissions vehicles. The introduction of a low entry cab model opens up those vehicle types where ease of access and sensitivity to vulnerable road users are particular priorities, including domestic refuse collection and urban delivery services. “The D Wide Z.E. LEC’s easier access and excellent direct vision will allow customers to operate more cleanly, more safely and more productively, whilst meeting the highest environmental ambitions.” Accommodating the driver and up to three operatives, the cab design enables greater movement within the vehicle, and easier and safer access and egress from a vehicle entry height 200mm lower than a standard Renault Trucks D cab. An additional ‘kneel’ function can drop the front of the vehicle a further 70mm. This combination offers easier access reducing strain and fatigue for crews on urban cycles that require them to climb in and out of the cab up to 100 times a day.

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It will be possible to meet this target provided the right charging/refuelling infrastructure is built and a coherent policy framework is put into place, including comprehensive CO2 pricing to drive the transition. To develop their roadmap to carbonneutrality by 2050 at the latest, the CEOs of Europe’s commercial vehicle manufacturers, under the umbrella of the European Automobile Manufacturers’ Association (ACEA), have joined forces with leading scientists from the Potsdam Institute for Climate Impact Research (PIK). “Climate change is the most fundamental challenge of our generation. At the same time, the raging COVID-19 pandemic has put the spotlight on the crucial role that road transport and logistics play to ensure that food, medicines, and other essential goods are available to those who need them,” stated Henrik Henriksson, Chair of ACEA’s Commercial Vehicle Board and CEO of Scania. “If road freight transport is to maintain its role in serving society, we need to move away from fossil fuels as quickly as possible. Not only are we convinced that it is necessary, we know it is possible and we are ready to make it happen. But we cannot do it alone; we need policymakers and other stakeholders to join forces with us.” A joint declaration by ACEA and PIK outlines the roadmap and conditions for transforming the road freight transport

system. Alongside investments by the commercial vehicle industry, this includes policy options such as road charges based on CO2 emissions and an energy taxation system based on carbon and energy content. A dense network of charging and refuelling infrastructure suitable for trucks is also crucial for the operation of low- and zero-emission heavy-duty vehicles. According to ACEA and PIK, a sound CO2 emissions pricing system could be one of the most effective instruments, as zeroemission vehicles simply will not take off as long as diesel remains cheaper. “Science shows us that if we want to avoid crossing dangerous tipping points in the Earth system, we need to act today – combining all available solutions to make a rapid shift to carbon-neutrality,” explained Earth system scientist Johan Rockström of PIK. “Zero-emission vehicles will not only bring down CO2 emissions, they will also further improve air quality levels – a factor of crucial significance for human health.” Rockström concluded: “A first step has been taken with the ACEA/PIK cooperation, as industry and science start to work together in a strategic partnership to accelerate the transition, on the basis of scientific information.”

Fuel duty freeze ‘shot in the arm’ for CV operators Richard Burnett, RHA Chief Executive, offers his thoughts on how the Budget is set to affect commercial vehicle operators moving forwards. He commented: “This has been a Budget that is good for business and good for people. The Chancellor’s announcement of a fuel duty freeze for the 11th year in succession comes as very good news for the hundreds of thousands of commercial vehicle operators who have been struggling as a result of the pandemic.” During the first wave of the virus, 12

months ago, the RHA carried out an industry survey and was dismayed to learn that 50% of the UK’s commercial vehicle fleet was off the road. Today’s news will come as a shot in the arm, not only for hauliers but also coach operators, hit hard by cancellations, social distancing, and reduced demand from schools and events. The RHA also welcomes the extension of the furlough scheme until the end of September. “Overall, we consider it to be a Budget based on optimism and, right now, that’s something that we all need,” concluded Mr. Burnett.

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Fuel distributor on the road to a sustainable future WP Group is fuelling change for a cleaner, greener future by moving its own fleet over to the more sustainable Esso Diesel Efficient fuel. The Southampton-based fuels distributor has switched its vehicles to run on Esso Diesel Efficient fuel as it has been shown to be not only more efficient than standard diesel fuel, but also more cost-effective and improves the carbon footprint of the vehicles that use it. The WP Group’s Fuelling Change strategy demonstrates its commitment to more sustainable and efficient fuelling solutions that provide practical benefits, both commercially and environmentally. The company provides a range of fuel management solutions which improve operational efficiencies to UK customers in the fields of construction, traffic and fleet,

airports, port and marine, agriculture, energy, and power. It supports customers with long-term sustainable fuel and energy solutions using developing technologies and intelligenceled fuel management programmes. The Esso Diesel Efficient fuel delivers lower CO2 emissions, resulting in cleaner air quality. Compared to standard Esso diesel, the Esso Diesel Efficient fuel helped reduce NOx emissions by an average of 10% and carbon dioxide emissions by an average of 2.8%. Independent tests on Esso Diesel Efficient fuel also showed a reduction in fuel use of 2.8%, amounting to 28 litres of fuel saved for every 1000 litres purchased and a saving on the business fuel bill. Mark Clouter, Business Development Sales Manager at WP Group, said: “We’ve seen the benefits that this additised fuel can

deliver and have switched our own fleet to run on Esso Diesel Efficient fuel to support our company’s sustainability in the future. “We recognise that our position as a supplier of diesel products, in today’s market, requires continual business evolution and this allows us to support the increasingly demanding requirements our customers are faced with when working to achieve their business objectives. “We offer a comprehensive selection of fuelling solutions, from ISO standard diesel to HVO, a fossil-free, low carbon drop-in diesel replacement. And, importantly, we work with our customers to ensure, whichever fuel they use, it is used in the most efficient way possible. Our own switch to using Esso Diesel Efficient fuel in our fleet is a small step but a logical and significant one towards fuelling change.”

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NEWS

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Breakout for Ben raises £159k on the road £1 million Automotive charity Ben has announced that its 10-day virtual active challenge, Breakout for Ben, has raised just under £159,000. Ben invited the whole automotive industry to Breakout for Ben in February and a total of 986 people took part. They walked, ran, cycled and exercised their way to complete over 80,000 miles collectively to raise muchneeded funds for the charity. Teams embarked on a virtual journey visiting motor circuits across the UK, starting at Pembrey Circuit in North Wales and taking in all four home nations, before ending at Silverstone. With the Breakout total included, just under £737,000 has now been raised to help address Ben’s £1 million fundraising shortfall following its rallying cry last year asking for urgent support. All funds raised will help Ben support automotive industry people with their mental health, physical health, and wellbeing. Fundraising like this is vital and means that Ben can be there to help those in crisis and provide support with stress, anxiety, depression, money worries, or anything else. Matt Wigginton, Fundraising Director at Ben, said: “Breakout for Ben has been incredible! We’ve been completely blown away by everyone’s determination, both individually and collectively in teams. Congratulations to all our competition winners and a massive thank you to everyone who took part and donated! Together we can continue to ensure no-one in automotive has to face life's toughest challenges alone – thank you.” For more information on how Ben can support you, WWW.RDR.LINK/VZ001

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Michelin tyres to be 100% sustainable by 2050 By 2050, Michelin tyres will be made entirely from renewable, recycled, biosourced, or otherwise sustainable materials. Inspired by the Vision concept tyre introduced in 2017 – an airless, connected, rechargeable and entirely sustainable solution – the Michelin Group is committed to making its tyres 100% sustainable by 2050. Today, nearly 30% of the components used in the manufacture of tyres produced by the Michelin Group are already made from natural, recycled, or otherwise sustainable raw materials. A Michelin tyre is a high-tech product comprising more than 200 ingredients. The main one is natural rubber, but the many ingredients also include synthetic rubber,

metal, fibres, and components that strengthen a tyre’s structure like carbon black, silica, and plasticizers (resins, etc.). Incorporated in perfect proportions, these materials interact to deliver an optimal balance of performance, driveability, and safety, whilst steadily reducing the tyre’s environmental impact. Michelin also announced that it will launch the construction of its first tyre recycling plant in the world with Enviro. This Swedish company has developed a patented technology to recover carbon black, pyrolysis oil, steel, gas and other new, high-quality reusable materials from end-of-life tyres. It will enable everything in these tyres to be recovered and reused in several types of rubber-based production processes.

New dates for Commercial Vehicle Show 2021 Following the Government’s announcement of a roadmap out of lockdown, the 2021 Commercial Vehicle Show has been rescheduled and will be taking place on Tuesday 31st August – Thursday 2nd September. As enthusiasm builds for the 2021 Show of the UK’s leading event for the road transport industries, Murray Ellis, Show Director, commented: “With live business activity returning, we are delighted to be able to stage a Commercial Vehicle Show on these new dates and are focused on delivering a successful show for visitors, exhibitors and the industry.

“The show will once again provide the perfect opportunity to see new vehicles, products and technology alongside networking that the show is renowned for. We very much look forward to welcoming everyone back to another great show in September.” For all the latest information on this year’s Commercial Vehicle Show, or to book your WWW.RDR.LINK/VZ002 FREE ticket,

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TECH TIPS

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KTS TRUCK MADE ESI: PART 3 In part three, Bosch walks us through the ‘System Overview’ function and its ability to cover all the bases.

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ne of the key features of ESI Truck is its ability to run a complete system scan to find any issues on any system, rather than choosing a specific system for diagnosis (as will be covered in a future edition of KTS Truck made ESI). Once the vehicle is selected, the screen with all the available system groups is shown (Fig. 1). At the bottom of this screen is the ‘System Overview’ button. Selecting this takes the user to a screen to determine

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the type of connection between the KTS Truck and the vehicle. In this particular example, there are two options for OBD cable connection (Fig. 2 & 3). ESI Truck will show location photos and provide the part number and image of the correct OBD cable which is required. As there are two options with this vehicle, it is important that the system overview is started with ESI Truck showing the image for the connection which is in use,

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otherwise the software will be looking for the wrong connection. Once the KTS Truck is connected correctly to the vehicle, clicking ‘Continue’ will produce a warning regarding the length of time that it may take to perform a full system scan and the possible reasons for why a system may not be found in the system scan (Fig. 4). Clicking ‘OK’ will start the system scan and the list of systems detected will appear in the software. Each system which is detected is shown on screen (Fig. 5) and each line can be expanded to show the faults which the software has picked up for each system. These can be selected individually in order to perform troubleshooting or to assess the actual values of the system.

ESI TRUCK HAS SO MUCH INFORMATION INSIDE IT AND SO MANY DIFFERENT WAYS TO ACCESS IT. PART 4 OF THIS SERIES WILL LOOK AT ‘MODEL INFO’. TO SEE THE PREVIOUS PART, WWW.RDR.LINK/VZ003

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BUSINESS & TRAINING

DVSA HEAV Y VEHICLE TESTING REVIEW: A SUMMARY DVSA has concluded its review into whether current roadworthiness testing is fit for purpose and whether it supports or hinders the effective operation of haulage and logistics industries. CVW provides the summary of the findings. Role of testing The review has confirmed annual heavy vehicle testing is an important element of the regulatory regime designed to support public safety. Testing is an independent check of the effectiveness of vehicle maintenance systems and its effectiveness must be viewed in that context. The overall effectiveness of the annual testing, operator licensing rules and compliance activities together merits continued attention outside the review to ensure that they work well together to best assure the safe and environmentally sound operation of heavy vehicles, in ways that still enable the industry to thrive.

Safety and environmental protection The pass rate at the annual test, and the improvement in it over recent years, has been greater than the improvements in underlying roadworthiness levels. This demonstrates the positive effect that the test has on bringing vehicles up to the minimum roadworthiness standard at least once a year. It also shows the effect that vehicle preparation for test has over normal operating standards. Some vehicle operators do demonstrate very good roadworthiness compliance, including excellent systems for ensuring compliance demonstrated through very high pass rates. It is not possible from current data to indicate whether the lack of heavy vehicle testing for three months (or for longer periods in some cases) during 2020 was associated with a reduction in standards or public safety.

The requirement to use independent testers (fundamental to the purpose of testing), who are not involved in the operation or maintenance of the vehicles and spread over many sites, necessarily constrains flexibility. Currently, the system generally delivers the most fundamental requirement of customers of enabling vehicles to be tested and kept in service.

Efficiency and examiner resource constraints The operation of the testing system inevitably results in costs to industry. Where there are difficulties in obtaining reasonably timed and located bookings, there are unnecessary costs to industry. The utilisation of DVSA resources at ATFs is a useful measure of some aspects of the current system. However, some in industry have indicated that they may value more capacity being available. The current system results in less choice of testing site, extra mileage to reach sites, administrative time booking, scrambling for re-tests, and vehicles being tested at peak demand periods or busy days of the week. Contractual changes were made in 2015 to facilitate more evening and weekend working, but the levels of operation in these periods is limited. The short-term moratorium on new testing sites is inconsistent with the current system. It is a temporary measure for the ATF network, implemented into a system designed to be open and marketdriven. The market-driven provision of ATFs is in the context of a fairly static size of vehicle fleet, with more ATFs reducing the average tests done per ATF.

Performance of the testing system The introduction and predominant use of ATFs to form a larger network than that of DVSA testing stations has increased choice and flexibility for many users.

Performance measurement The current principal measure of DVSA performance – cancellation rates of confirmed testing sessions due to DVSA

examiners not attending – is important. Whilst DVSA does measure additional areas, these are not all transparent and do not cover all aspects of the system. There would be benefits in a broader set of transparent measures covering the whole system. There may also be a benefit in determining an approach to how performance is monitored and areas for improvement identified. This could include ensuring that all parties – DVSA, operators and ATFs – all have a stake in understanding and improving performance.

Relationships The three-way DVSA-ATF-operator relationship is complex and there is some dissatisfaction and ambiguity about how it works. There may be value in ensuring clarity by refreshing the main obligations and responsibilities of the three groups. This may then result in changes to contractual relationships. The rapid suspension of mainstream vehicle testing in March 2020 (lasting more than a quarter) has damaged the relationship between DVSA and parts of industry.

CVW WILL BE TAKING A CLOSER LOOK AT THE REPORT IN THE NEXT ISSUE, BUT TO REVIEW IT FOR YOURSELF, WWW.RDR.LINK/VZ004

APRIL 2021 CVW 11

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SPECIAL REPORT

Now

T he n

WE’VE COME A LONG WAY… In her last issue as Consulting Editor, Sharon Clancy delves into the archives and discovers just how far workshops have advanced since that first issue in 2004.

n the first issue of CVW, we remarked that commercial vehicle servicing was embarking on a period of change, but I don’t think we appreciated quite how wideranging some of those changes would be. HGV and PSV servicing occupied an under-the-radar place in the industry: it was necessary but not high profile. As a technical journalist, I had been writing about trucks and components for 10 years, but the focus of industry publications then was on new products, not so much on how to repair and maintain those already in service. It was also the time of dial-up internet, few companies had web sites, so finding technical information meant resorting to manuals, not YouTube guides. Our aim was to make key information easily accessible and also to provide workshops with the information they would need to meet the challenges ahead. The changes and challenges have been huge, the transformation great. Here's a few of the highlights:

Electronics In 2004, electronic controls systems were just starting to become more common but doubtful operators had to be convinced they would be as reliable as mechanical systems. Fast forward to today, and it is accepted that electronics played a key role in improving reliability, fuel economy and

and deep pockets. The growth of internetbased pay-per-vehicle subscription software has made sophisticated but user-friendly workshop management systems much more affordable and user-friendly. These cloudbased systems are underpinning the drive towards digital service records and demonstrating real-time compliance. The very first Diagnostics Fleets can ensure records front cover of CVW! In the first issue of CVW, we are up-to-date and thirdnoted that workshops would need to invest party workshops are increasingly expected in diagnostic equipment to be able to to provide digital proof of inspections and service this new breed of high-tech truck. maintenance work done. Today, diagnostic software has become as Compliance and testing essential in a well-run workshop as a The HGV testing and compliance regime correctly calibrated torque wrench. has seen one of the biggest It makes fault-finding quicker, which is transformations in the CV servicing sector turn is reducing the time a vehicle spends for many decades, driven by the DVSA’s in the workshop – all good news for the Next Generation Testing programme, operator who benefits from the lower costs launched in 2007. This has seen a huge and short downtime. shift from the majority of testing being The paperless workshop undertaken at government-run testing Back in 2004, we were still in the age of dialstations to over 98% being at privately-run up internet access and computerised Authorised Test Facilities. More change is workshop management systems were largely on the way, outlined in the just-published for those with both an IT support department review of testing. safety, among other benefits. Service intervals have been extended, EBS has transformed braking performance and stability, automated transmissions have helped extend clutch lives, and LED lighting has improved electrical reliability. These developments mean servicing demands have changed dramatically and workshops have had to adapt.

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SPECIAL REPORT

The other development has been a focus on year-round compliance, with well-behaved operators rewarded with less intrusion from enforcement authorities. The Operator Compliance Recognition Score scheme began the trend, and advances in computing and real-time communication has enabled the introduction of the Earned Recognition scheme – the compliance ‘Gold Standard’.

Brakes Braking systems have featured prominently in CVW since that first issue, and we make no apology for that – they are arguably the most important safety-related component on a truck. Disc brakes were on vehicles in 2004, but the fact that they were low-maintenance alternatives to tried-and-trusted drum brakes – not no-maintenance – was a message the brake manufacturers were keen to get across. Today, braking systems are even more sophisticated with electronic control, AEBS and integration into systems such as Adaptive Cruise Control.

Parts The parts market is another area that has undergone a transformation. In 2004, bargain parts from unknown sources in Asia had started to appear on the market, few truck manufacturers had an all-makes parts programme; and CVW was warning about the dangers of “bogus bargains”. The parts aftermarket still poses challenges for workshops, despite the introduction of legislation such as ECE R90 for brakes. The globalisation of truck manufacturing means that cheaper doesn’t necessarily mean poor quality, buyer beware remains important: where did that whitelabelled or distributor-labelled part originate? Remanufacturing has continued its transformation from being thought secondbest by many fleets, to its current position as a cost-efficient "green" alternative to buying new. Buyers still need, however, to distinguish between remanufactured and repaired or reconditioned parts.

Where next? There’s no doubt there is a shift going on towards what some have dubbed “intelligent maintenance”. The on-board condition monitoring systems for key

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Rise of the RBT Demand for year-round compliance has seen sales of roller brake testers increase rapidly. We asked VL Test Systems to tell the story of the rise of the RBT. Since CVW was first published in 2004, the number of roller-brake tester installations in workshops has increased significantly, driven in part by greater awareness of the need for trucks and trailers to demonstrate their roadworthiness throughout the year and not just at annual test time. commercial opportunity and, later, through commercial opportunity for independent workshops to improve their services to customers. Back in 2004, testing was done mainly at VOSA testing stations and eight VOSA stations remain operating in the UK. Some large fleets, including large bus operators, recognised the enhanced safety assurance benefits of RBTs and were early adopters of RBTs. VOSA introduced on-site testing for fleet workshops with Designated Premises, the forerunner of the Authorised Test Facility programme introduced in 2009 that now accounts for over 95% of HGV testing in the UK. Some of those early machines are still operating after 25 years in service, more than justifying the initial investment. Regular maintenance and calibration ensure they still perform satisfactorily and the demand for refurbished brake testers confirms operators appreciate this level of reliability. The clearest example of productivity improvement was the change from two-man operation to one-man operation for brake testing. Originally, one technician had to sit in the vehicle, while the second controlled the test. Now, thanks to the introduction of Bluetooth wireless communication and improved electronics, a brake test can all be done from the cab by one technician using a dedicated handheld remote controller or a tablet with the brake test app installed. Real-time compliance The days when HGVs and trailers had just one brake test a year (or maybe two, with the other happening immediately prior to annual test) are in the past. Large fleets have robust compliance testing regimes in place, requiring a RBT when the vehicle is in the workshop for a routine inspection. This attitude is spreading towards smaller operators and to independent workshops whose customers are demanding routine brake tests. The sixth generation of VLT’s RBT software is in its final testing phase and will be available in the summer. It will enable the sending of brake test results in real-time to authorised receivers including operators and will help operators demonstrate compliance. vehicle systems such as brakes and emissions control will allow more precise predictive maintenance. Operators will know exactly when a brake pad needs changing or an oil change needs doing, for example, before the vehicle is in the workshop. It will eliminate premature, just-in-case changing of parts and it is hoped it will save off-road time. Electric vehicles and alternatively fuelled vehicles look set to be two of the biggest

serving challenges for workshops in the next decade. But, just has the industry has risen to the challenge of increasingly complex electronics and emissions controls, so it will respond to these new challenges. The commercial vehicle industry may have a Cinderella reputation but that doesn’t mean it is not one of the most interesting to be involved with. I have enjoyed my journey immensely and wish you all the best for the future.

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SPECIAL REPORT

A PASSION FOR QUALITY For Witham Group’s Managing Director, Nigel Bottom, customer service, quality, and sustainability are his driving force, born out of a love and dedication to supply the best lubricants on the market. CVW finds out more.

his year, Witham Group celebrates its 100th anniversary, and the company shows no signs of resting on its laurels. As well as manufacturing its own range of lubricants called Qualube, the business is developing more environmental ranges such as its award winning Prolan Lubricants – an impressive workshop range made from sheep’s lanolin as opposed to fossil fuels. It’s also working on exciting new technologies, such as BlendTek. This innovation uses ultrasound and solar energy to blend lubricants faster, reducing energy consumption and creating a carbonneutral blending process. Witham is also cutting down on its plastic packaging by moving to recycled containers and helping customers with their own environmental challenges. In a relatively new move, it’s also developing a rapidly expanding motorsport division, representing the UK’s top-flight motorsport scene as the official importer and distributor of high-quality Motul automotive products. But despite the company’s innovative nature there’s one thing that won’t change, its passion for people, quality, and the environment, nurtured over a century of business, as Nigel proudly explains: “Looking after our customers, our teams, and our community, and ensuring all our products are made to the highest standards, will always be at the very heart of what we do, both now, and long into our exciting future ahead.”

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Credibility and reputation In 1991, Witham’s reputation for quality was cemented when it received the Royal Warrant, from Her Majesty the Queen, an official stamp of approval for goods and services supplied. Furthermore, Nigel is a former president of the United Kingdom Lubricant Association (UKLA) and is the current Chair of the Technical Committee within the Union of the European Lubricants Industry (UEIL), the trade association in Europe representing independent businesses in the lubricants industry. Comprised of 600 lubricants companies across Europe, Witham’s association in the UEIL gives it the credibility to produce lubricants to the very highest technical specifications. “Together we are bigger than the major international global brands,” comments Nigel. “The UEIL gives us free and open access to technical information of new specifications from, for example, the automotive manufacturers.” Over the years the company has grown and diversified significantly. “I suppose we were very much known and recognised as a specialist agricultural and road haulage lubricant company and everything linked within those industries,” explains Nigel.

Establishing itself in the CV market Witham Group was bound to become more involved in commercial vehicles as the transport industry has flourished. “Commercial vehicles need lubricants that can tolerate extreme working conditions,”

comments Nigel. “We have a passion to improve a business’ environmental credentials through their lubricant choice and we can help fleet operators lower their CO2 emissions and improve their fuel economy as a starting point.” He continues: “We already supply a lot of engine oils, brake fluids, hydraulic and gear oils, coolants, and many other lubricants and greases for commercial workshops and garages across the UK. We also supply useful workshop products like cleaning solutions, spill kits, and rust prevention ranges, under our own Witham (Qualube) brand. “We don’t just sell oils though, we support garages with bulk storage tanks, as well as floor and specialist paints for workshops and the buildings themselves.”

A helping hand Witham is very much in the business of helping other businesses, Nigel adds. From offering environmental solutions to rationalising lubricants for large fleets with various types of vehicles, the company wants to help mechanics and technicians have the best quality products and know how to offer the best service to their customers.

FOR MORE INFORMATION ON WITHAM GROUP AND ITS FULL RANGE OF AVAILABLE PRODUCTS AND SERVICES, WWW.RDR.LINK/VZ005

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BRAKES

PART 1: BRAKE INSPECTIONS Regular brake condition inspections can ensure a long-life and trouble-free operation. Here is part one to Knorr-Bremse’s step-by-step guide.

he SL7 and SM7 brake calipers have been fitted to Actros and Axor models since around 2011. There are two different-sized brake calipers mounted on one vehicle to take into account the effects of dynamic axle load distribution during the braking process. The performance-optimised SM7 brake with its larger caliper and brake pads is fitted on the front axle or axles, whilst on the rear, the weight-optimized SL7 brake is used. Be aware that, as the calipers are different sizes, the brake pad kit part numbers are different for the SL7 and SM7 and the tappet kit needed is different from that used for SN7 calipers. Every three months, the pad wear must be checked visually and independently of any wear indicator fitted to the vehicle. At every pad replacement, check for the correct functioning of the adjuster and the smooth operation of the caliper over its full range of movement, inspect the tappet and boot assemblies, as well as the adjuster cap and the sealing elements for correct fitting and condition, plus the caliper bearing around the rubber bush/guide sleeve. Annually, check the caliper running clearance and the correct fitting and condition of the cover and the adjuster cap. These frequencies are a minimum and, depending on the vehicle application, a more frequent check of the components may be necessary. The discs should be checked according to the specification of the axle or vehicle manufacturer, so refer to these for service intervals.

“Every three months, the pad wear must be checked visually and independently of any wear indicator fitted to the vehicle.” 18 CVW APRIL 2021

Brake pad wear check For optimum safety, the pad and disc wear limits must not be exceeded.

��

and connected, this must be at least every three months. If the minimum allowed thicknesses are reached, brake pads must be replaced as an axle set. Fig. 1 – Minor breakouts at the edges are permitted. Fig. 2 – Major breakouts on the surface of the brake pad are not permitted.

Brake pad with minor damage (permitted)

��

Brake pad with major damage (not permitted)

Fig. 3 – If the thickness of the friction material is less than 2mm (C), the pads must be replaced. A – New brake thickness is 30mm overall B – Backplate 9mm C – Minimum allowed thickness of friction material is 2mm D – Minimum allowed thickness in worn condition for backplate and friction material is 11mm Exaggerated wear difference between inner and outer brake pads

�� a

�� Exaggerated wear difference between inner and outer brake pads

�� b

Brake pads The thickness of the pads must be checked regularly dependent on the usage of the vehicle. Even if a wear indicator is fitted

�� Exaggerated tangential oblique wear of brake pads

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Fig. 4 – The total thickness of the friction material of the inner and outer pad should be equal. If the difference between the two pads is greater than 3.5mm, check: ■ Bearing clearance ■ Free movement of the brake pads in the caliper ■ Possible collision with other parts on the axle or vehicle body ■ Excessive dirt and grime present ■ Piping of the compressed air line Exaggerated uneven wear of brake pads Fig. 5 – The total thickness of the friction material at either end of the pad should be equal. If the difference between the two ends is greater than 2mm, the brake pads must be replaced. In this example: G=21mm, H=18mm > NOT OK, but G=18mm, H=19mm > OK. Also, check the same A-E list as explained in Fig. 4. Wear checks for vehicles with ribbed rubber bush and double roller bearing brake pad/disc wear check

�� a

“Annually, check the caliper running clearance and the correct fitting and condition of the cover and the adjuster cap.” reached with the pads, they must be changed as an axle set.

Safety first ■ Before starting service work, ensure the

�� a

■

Dimension C with new brake pads and disc

■

��

■

Dimension C with worn disc/brake pads, to which it is a requirement to check pad and discs with wheel removed

Fig. 7 – If dimension C is less than 1mm, the brake pad thickness and brake disc must be checked with the wheel removed. Depending on operating conditions, it may be necessary to check brake pad thickness and brake disc even when dimension C is greater than 1mm. If any minimal tolerance limits have been

■

■ ■

service brake and parking brake are not applied and that the vehicle cannot roll away Screw threads and tapped holes must be free of lubrication and residuals of thread locking products After any service work, check the brake function and performance and the system behaviour on a roller dynamometer Bear in mind that a lower performance can appear during the breaking-in phase of the brake pads and/or the brake disc Follow service manual instructions and adhere to the wear limits of the pads and the discs Use only recommended tools Tighten bolts and nuts to the prescribed torque values

FOR MORE INFORMATION, WWW.RDR.LINK/VZ006

Dimension C with new disc and brake pads

�� b

Dimension C - requires inspection of pad and discs with wheel removed

Fig. 6 – Some vehicles have disc brakes fitted with double roller bearing and a ribbed rubber bush (arrow H). This allows the pads/disc wear to be visually determined without removing the wheel. G shows the wear marker point where the bush changes from a ribbed to a smooth surface.

APRIL 2021 CVW 19

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BRAKES

MADE FOR THE ROAD, TESTED ON THE TRACK In an emergency, every centimetre counts when braking. The quality of all brake parts installed on the vehicle is, therefore, extremely important. febi explains how it puts its brake discs to the ultimate endurance test.

n a commercial vehicle test track, febi Truck brake discs (12731) were installed on Team Schwabentruck’s race truck – a team which is sponsored by febi bilstein. With 1,150 hp and 5,000 Nm of torque, the brake discs fitted to this 5.5tonne racing machine were pushed to the limits of their load capacity – and were heated to nearly 900°C at their peak. During heavy and repeated braking manoeuvres, the temperature of the brake disc is the critical variable. This is because, during braking, the kinetic energy of the vehicle is converted into thermal energy through friction. If the brake disc becomes too hot, cracks can form, and, in extreme cases, it can break. To keep the brake discs at a tolerable temperature level, they are normally water-cooled during racing. Water is sprayed through nozzles from the hub side into the internal ventilation ducts as required. However, during the load test, this water cooling process was disabled.

of the brake discs were measured with infrared sensors and recorded with telemetry software. The recorded data is displayed in Fig. 1. The braking processes can be recognised as vertical deflections. Maximum temperatures of 890°C were measured. Throughout the entire test, the febi brake disc remained 40°C cooler on average than the racing brake disc. Even at the maximum thermal load of 890°C for the racing brake disc, the febi brake disc measured in at a temperature of only 735°C. This temperature difference of 155°C is of enormous importance for the high loads of a truck race and can be the difference between victory and defeat. If a brake disc fractures during the race, a pit stop is inevitable, and the chance of one of the front places is lost. That is why, ever since this test, the truck racing professionals Steffi Halm and Gerd Körber have been confident that they can rely on febi‘s standard brake disc, which has proven itself under even the most challenging racing conditions.

Quality makes the difference The temperature behaviour For the test, a new brake disc, which had been used in races up until then, was mounted on the left front wheel and the febi brake disc (12731) was mounted on the right front wheel. During the test, the temperatures

�� Telemetry data measured from the brake discs

20 CVW APRIL 2021

Three factors are responsible for the load capacity of a brake disc: the material, the material thickness, and the design of the internal ventilation. The material that is generally used is cast iron with lamellar graphite (Fig. 2). Carbon, as well as silicon

�� Microstructure of cast iron with lamellar graphite

and other components such as manganese, chromium, and nickel, are also responsible for certain properties. Depending on the composition, elongation/ductility and tensile strength/hardness differ significantly. The material thickness of the friction surfaces is decisive for their ability both to absorb and release energy. The thicker the solid material of the friction surfaces, the smaller the temperature fluctuations all while the temperature resistance increases. The design of the internal ventilation pillars has a significant influence on the cooling of the brake disc. The maximum possible surface area improves heat dissipation. However, they also absorb compressive forces as soon as the brake pads grip. If the pillars are too small or improperly arranged, stresses and cracks can quickly form.

The result The excellent temperature behaviour of the febi brake disc can be attributed to the special material and design. The thickness of the friction rings, together with the optimal design of the cooling channels, allows for high operating temperatures without the formation of cracks. In racing conditions, this provides a longer service life and greater reliability. The febi brake disc has been fulfilling the expectations at every race weekend for several years now and has played a role in the success of Team Schwabentruck. Although febi brake discs are made for the road, they are also effective on the race track. Or as Team Schwabentruck driver Steffi Halm says: “What works here, works 50 times for the road!”

TO SEE THE ENTIRE BRAKING RANGE FROM FEBI FOR YOURSELF, WWW.RDR.LINK/VZ007

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BRAKES

WHERE’S THE WEAR Low servicing costs mean drum brakes are a popular choice on trailers; BPW offers some hints on assessing wear on both drums and linings.

PW’s S-cam brakes offer consistently high braking action over the entire service life of the brake lining, with low operating and spare part costs. The closed design of the drum and shoe assembly resists dirt contamination even for off-road operations. However, brake linings and drums are wearing parts so regular inspections for wear are essential to ensure braking efficiency is maintained.

Brake lining wear BPW brake linings project laterally over the edge of the brake drum and thin wear edges are formed. The amount of wear on the brake linings can be assessed by means of the inspection holes in the dust covers. Genuine BPW brake linings have wear indicator pockets machined into the sides; this is to enable the remaining lining thickness to be observed through the inspection holes in the backplates. Without this feature, it would be necessary to remove the hub and drum to physically measure the remaining brake lining thickness. Brake linings must be renewed once the residual lining thickness coincides with the lower edge of the wear indicator. On BPW S-cam brakes, this occurs when the lining thickness reaches 5mm (SN420 and SN360 brakes), 7mm (SN300 brakes), or when the bottom of the indicator machined into the edge of the lining is reached.

Wear indicator The auto-slack adjuster fitted on the BPW drum braked axles has a wear indicator so the amount of wear on brake linings can be easily detected. The minimum thickness of the brake linings is indicated by the position of the lever when the brake is released. When new brake linings are fitted, the plastic wear indicator lever should be positioned vertically or in alignment with

“Genuine BPW brake linings have wear indicator pockets machined into the sides; this is to enable the remaining lining thickness to be observed through the inspection holes in the backplates.” 22 CVW APRIL 2021

the slack adjuster lever. When the indicator has rotated 90° from its starting position, the brake linings will have reached their wear limit and must be renewed. On trailers where the slack adjusters are not fitted in the normal vertical orientation, the position of the wear indicator will be different. In these cases, linings should be changed when the wear indicator is approximately at right angles to the brake lever.

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Brake drum wear Wear on the brake drum can be checked by removing the dust cover. If the wear edge has almost been reached or it can no longer be clearly seen, the hub/drum assembly should be withdrawn and the brake drum replaced. A feature of the brake drum is that the hub and drum assembly can be removed without the need to de-adjust the running clearance of the brake at the slack adjuster. This is possible because the inner edge of the brake lining lies just outside of the running surface of the drum and into the wear indicator rebate on the inner edge of the brake drum. If the wear indicators on the individual brakes differ considerably, the amount of wear must be checked via the inspection holes in the dust cover.

Brake linings checklist Visually inspect all component parts for damage and wear. Replace the internal brake return springs at every brake re-line. New brake shoes remove the possibility of newer trailers being fitted with older, worn and damaged brake platforms which can often result in the incidence of brake noise, vibration, and premature lining degradation. All new BPW brake shoes are supplied complete with rollers, removing the problem of seized or damaged rollers caused by shot blasting. This damage can affect the braking performance and cause impact wear on the camshaft. The “C’ clips on the brake anchors should be replaced at every second or third re-line or when they have lost their

the vertical position and tighten the camshaft nut to 60-70 Nm.

elasticity, whichever comes first. When the brake linings have been replaced and the hub and drum are refitted, a feature of the BPW Eco and Eco Plus hub securing nut/bolt ensures that the correct amount of bearing pre-load is applied automatically.

Automatic slack adjusters

Every three months:

■ Turn back adjustment bolt ¾ turn

■ Check that brake lining thickness will not

anticlockwise. A play of at least 50mm with a lever length of 150mm must be available. ■ Actuate the brake lever several times by hand. This will automatically adjust the brake. There is an audible noise when the clutch coupling engages and the adjustment screw turns slightly in a clockwise direction.

■ ■ ■ ■

reach the minimum before the next service Check the brake drum for cracks Check the drum internal diameter Check operation of automatic slack adjuster Lubricate with BPW Eco Li Plus grease (every six to eight weeks is recommended)

Every six months: ■ Check operation of automatic slack adjusters

While the automatic slack adjuster should take care of excessive clearance, it must be periodically checked.

Brake drum wear checks ■ Check condition of drum every quarter ■ Renew drum when the wear edge at the

side of the drum is no longer visible

Setting the lining drum clearance This is an important step in maintenance procedures. Too little clearance can cause excess thermal stress damaging to both linings and drum, and even wheels and tyres. Too much clearance and there will be insufficient braking power. ■ Set the freeplay by disengaging the clutch on the slack adjuster and turning the adjuster clockwise using a 19mm socket until brake bind is achieved. ■ Then turn 180° anti-clockwise. This gives a lining-to-drum clearance of 0.7mm to 1mm. ■ If new linings have been fitted, then position the braking lining indicator in

Brake roller servicing ■ Check rollers for wear and replace as

■ ■ ■ ■

necessary. Roller and pin kits are available Remove roller pin by driving through the snap rings with a suitable drift Clean pin and bushes and re-lubricate with a high melting point grease Reposition the roller and snap rings and drive pin into position Ensure that the roller rotates freely

FOR MORE INFORMATION WWW.RDR.LINK/VZ008

APRIL 2021 CVW 23

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BRAKES

TEST IN SHOW

Nick Austin, Maha’s UK Sales Manager, explains the importance of DVSA and GEA approval, and why its MBT 7250 Eurosystem is so much more than a brake tester.

he MBT 7250 Eurosystem is used extensively in DVSA and ATF stations to quickly and accurately measure brake system performance. Its large roller sensor, with a diameter of 100mm and axle load of 18 tonnes, guarantees excellent coverage across every tyre’s dimensions. It is possible to connect additional floor units, so the brake tester can also be used as a base module for installing test lanes. Its electronic, temperature-compensated strain gauge system produces precise measurements results, irrespective of the conditions, thanks to its robust and long-lasting design. With more than 80,000 MBT 7250s installed globally, including 1,000 in the UK, it is a proven and trusted product. A crucial benefit of using a MBT 7250 is that it is fitted with a dual speed motor. In the UK, opposed to other parts of the world, users will conduct an applied park brake test. They will put the park brake on, with the objective of turning the rollers with the brakes in position, so they could simulate a real-life scenario where brakes could fail while on a hill, for example. Instead of one consistent speed, where extreme torque could stress and damage components if the applied brake test is conducted too aggressively, users can operate the MBT 7250 at a slower speed to

start with; consequently, this gives a longer lifespan of the motor gearbox assembly. Some MBT 7250s are still fitted with the original motor gearbox assembly that was fixed 20 years ago.

Importance of DVSA and GEA approval The MBT 7250 was originally built to DVSA specification, and as the GEA has become increasingly influential in the approval process by working in unison with the DVSA, the criteria for meeting the requirements are more stringent than ever. The GEA upholds industry standards and handles the approval process on behalf of DVSA. If a company wants its product to penetrate the ATF market, it will require a certificate of acceptance, with checks on technical requirements, calibration, level of instruction manual and identification. There is a list of approved DVSA roller brake testers for all vehicles, including heavy goods and public service vehicles, on the GEA website – of which Maha is included on. If equipment listed in the section is labelled as ‘restricted’, that machine may no longer meet DVSA specification; however, as long as the equipment is in good working order, calibrated, and meets the latest software requirements, it can continue to be

used in existing MOT stations – but not fitted in new sites or replace existing equipment.

Adaptability of the product Eurosystem is not simply designed to control the brake tester itself; users can add modules and watch the MBT 7250 evolve into an allencompassing workshop platform. Technicians can add a tachograph, for example, so the workshop could become a tachograph calibration specialist. Maha can fit automatic number plate recognition, so users can photograph a vehicle while it’s being tested and prove the vehicle was there. In addition, Maha’s MLT 3000 headlamp tester can be mounted, communicated via the brake tester, and send a headlight test report. A sideslip mat – a chassis that can be fitted to the floor in front of the tester – can measure how many metres a vehicle deviates per kilometre. If it’s more than nine, that vehicle will require tracking. Those are just a few examples of how Maha has enhanced its MBT 7250 from a comprehensive braking and diagnostics tool to a futureproof workshop platform.

FOR MORE INFORMATION ABOUT THE MAHA MBT 7250, WWW.RDR.LINK/VZ009

APRIL 2021 CVW 25

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BRAKES

COVERING ALL THE BASES Having transformed itself into a wide range supplier, Remy Group Europe explores its comprehensive product portfolio and how market trends will affect things moving forwards. Low copper pads The Remy Gold light commercial vehicle brake pad range is almost entirely copperfree and has been validated and certified beyond the ECE-R90 standard. This makes them both durable and heat resistant. They produce significantly less brake dust and are not so aggressive on the brake discs than normal semi-metallic pads. The specially developed friction formulation is very well suited for light commercial vehicles and provides superior braking and disc compatibility. Whilst the ECE-R90 requirements ensure a good standard for quality, it is not enough. A Remy brake pad will only be released into the market once it has passed additional stringent criteria. These criteria simulate real driving conditions on a dynamometer, including a downhill drive where the disc temperature can reach over 750°C. As with all Remy Gold brake pads, fitting accessories are included in the box.

Zinc-aluminium-coated discs The dimensions and design of Remy Gold brake discs for light commercial vehicles comply with the standards of the vehicle manufacturer. The entire range is coated with a special zinc-aluminium, anticorrosion protection ensuring the vanes remain free of corrosion and the airflow

26 CVW APRIL 2021

within the disc remains optimal.

High carbon brake discs A high carbon brake disc offers optimal thermal conductivity for light commercial vehicles. The use of high carbon in the casting process allows the discs to remain cooler due to a more consistent distribution of heat, meaning they combine performance with less distortion without Noise Vibration and Harshness (NVH) problems such as hot judder and brake squeal.

Remanufactured brake calipers To ensure the greatest safety and consistent performance, Remy’s brake calipers for light commercial vehicles are remanufactured to the highest specifications. Stringent core acceptance criteria, disassembly, and remanufacturing processes – as well as 100% end of line testing – results in a part that performs exactly or better than the OE manufacturer intended. Remanufactured LCV calipers come from Remy’s own remanufacturing factory.

Market trends The vehicle fleet is getting older, even in the light commercial vehicle sector, and customers are increasingly demanding reasonably priced and yet high-performance spare parts. For any fleet operator, the total

cost of ownership needs to be understood. It can be easy to purchase parts based on price alone, but in reality, purchasing the cheapest brake caliper, disc, or pad does not necessarily give value for money. Often what seems like a way of cutting costs may result in higher long-term costs. These costs could be in reduced life expectancy due to increased pad and disc wear and damage resulting in unplanned downtime, ultimately increasing total cost of ownership. Global figures show that the segment of LCVs is increasing year over year. These trends have carved a perfect niche for innovative and technologically advanced brake pad and discs suppliers like Remy. Consumers want longer lasting parts, but at the same time are more demanding in terms of comfort. In line with this, Remy invests heavily in R&D to find innovative solutions to cater for faster and heavier vehicles. Confidence in the superior product quality is reflected in Remy’s standard three-year (or 36,000 mile) warranty against material or production defects.

TO SEE THE FULL RANGE AVAILABLE FROM REMY, OR FOR MORE INFORMATION ON THE COMPANY, WWW.RDR.LINK/VZ010

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TYRES & WHEELS

RIGHT PL ACE, RIGHT T YRES Kate Norton, Sales General Manager Commercial UK & Ireland for Goodyear, discusses why the right tyres have never been so important for your bottom line.

hroughout their daily operations, hauliers often have to juggle many things in a short period of time. Every minute – and pound – counts. Optimising uptime, mileage, and fuel efficiency are simultaneously their main objectives and primary challenges. As the only point of contact between the vehicle and the road, tyres have a significant role to play. Specifically, the rolling resistance of a truck’s tyres contributes between 20-35% to its fuel consumption and greenhouse gas emissions. By keeping the rolling resistance of their tyres as low as possible, hauliers can directly impact a vehicle’s fuel efficiency, whilst also ensuring an optimal mileage level. For instance, improving the rolling resistance of a tractor tyre by one EU Tyre Label band (15-20%) will reduce the truck CO2 emission (and fuel consumption) by 2-3%. Goodyear’s current generation FuelMax and KMax Gen-2 on-road tyres offer low rolling resistance, good fuel efficiency, and strong mileage. By using a tyre range such as the Goodyear FuelMax Gen-2, a fleet of

100 trucks can lower its total cost of ownership by up to £35,000 per year, whilst still preserving a good mileage level. Here are just some of the factors that can influence your fleet’s efficiency, and how to make sure you’re getting the most out of them:

Tyre pressure When in use, maintaining the correct pressure is crucial to ensuring that the tyre’s optimal rolling resistance is maintained. Ultimately, trucks with under-inflated tyres will consume more fuel and their tread will wear down more quickly, meaning that they are more expensive and less sustainable to

run, and will even need to be replaced sooner than those that are properly maintained. It can be tempting to overlook tyre pressure maintenance, purely because of the amount of time that it can take. However, smart solutions such as our Tyre Pressure Monitoring System (TPMS) and Drive-Over Reader (DOR) can be helpful in this regard, not only allowing fleets to keep a constant eye on their tyre pressures but also save a huge amount of time. But by using the DOR, a customer who struggled before to find time for tyre pressure maintenance told us that they were able to monitor all 50 of their vehicles within an hour.

Location, location, location There are very good reasons for steer, drive and trailer axles to be fitted with different tyres. In the case of a fully loaded truck, each individual tyre may be carrying multiple tonnes. With each axle performing a different function, it makes a great deal of sense when carrying so much weight that the tyres fitted to those axles should also be designed with different purposes in mind. Having the correct tyre fitted to each axle not only offers safety benefits though, but performance too. Improving fuel efficiency is ultimately about improving grip and reducing drag. If a fleet operator fits tyres to the wrong axles, and effectively tries to use them in a way for which they aren’t designed, they can’t expect those tyres to function at their best.

28 CVW APRIL 2021

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Wheel alignment The impact of wheel alignment on fuel efficiency is difficult to measure, as there are many factors, such as aerodynamics and variance of hooking the trailer, that can have a significant impact. However, we do know that, if a vehicle’s alignment does not follow the manufacturer’s specs, it can affect tyre wear, as side forces and slip will influence the contact that the tyre has with the road. With that in mind, the objective should always be to have the wheels roll parallel and in a straight line, in order to minimise friction and ensure that there is the correct amount of pressure on the tyre.

Tailoring individual needs Now more than ever, tyre manufacturers have more of an interactive relationship with customers. Whilst the commercial trucking business is going through significant changes, it is still first and foremost a relationship business. Goodyear makes fleet owners’ lives as easy as possible, so they can get the most out of their tyres and focus on what really matters – keeping their customers happy.

As such, the company is shifting from focusing purely on total cost of ownership to value generation. It is seeing increased demand for customised mobility packages and advanced tyre technologies, and is striving to work even more closely with its customers in order to help them save costs and stay ahead of the game. With the Goodyear Total Mobility offering, for instance, it works closely with its customers to address their specific challenges with a customised solution. Rather than simply offering, for example, tyres, solutionsm and services, Goodyear Total Mobility is all about customisation and scalability. Fleets have access to the right tyres for their various applications, a tailored predictive toolbox, and the support of an expert service network along the way. By developing these unique relationships with its customers, Goodyear is working more interactively and putting itself in a strong position to advise on customers’ daily tyre management. The result? A fleet that’s using its tyres in the most fuelefficient and cost-effective way possible.

TO SEE THE GOODYEAR TOTAL MOBILITY OFFERING FOR YOURSELF, WWW.RDR.LINK/VZ011

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TYRES & WHEELS

WHAT CAUSES WHEEL LOSS? Wheel safety specialist Checkpoint discusses the tell-tale signs of wheel defects and the resulting safety responsibilities for both drivers and fleet operators.

id you know that each year, on average, there are 11,000 road incidents involving wheel defects? The results of which include 400 wheel detachments. With only 68% of drivers operating daily safety checks and 5% never checking their wheels, the dangers surrounding wheel safety are very real. The common causes of wheel defects include: Excess vibrations – Poor road conditions or overloaded vehicles can lead to movement between the mating faces, this can gradually work a wheel nut loose. Worn/damaged studs – Studs can be damaged over time and need to be inspected and replaced. Damage to studs can lead to stresses, resulting in the shearing of the stud. Stud hole elongation – This is caused by the poor fitment of the wheel. This can be enhanced by excessive acceleration, braking, and cornering forces. Incorrect torqueing – Under- or overtorqueing and the incorrect torqueing sequence can result in a loss of clamping force. Over-torqueing can result in stretched threads and potentially the shearing of studs. Inaccurately-calibrated torque wrench – Torque wrenches need regular calibration

30 CVW APRIL 2021

around them, but the detached wheel can also accelerate up to around 150km/h and collide with other vehicles or road users at an equivalent force of 10 tonnes.

The importance of daily checks

to avoid false values of torque being applied to a nut. Incorrect use of air impact tools – Torque is not measurable using these tools and is often excessive, causing damage to the studs, nuts, and washers. Inconsistent safety inspections – A lack of regular visual checks for wheel damage or loose wheel nuts can lead to a vehicle being operated with unknown defects. This can present a serious safety risk and lead to further damage of the vehicle components. Designed to promote wheel safety, the Best Practice Guide helps readers identify the telltale signs of poor wheel safety, wheel loss and more. Encouraging roadworthiness, instructions are also given on how to apply products from the Checkpoint Safety range to maximise wheel safety. The dangers of ignoring these signs are very real, and can often lead to fatal consequences. In fact, it is estimated that the 400 wheel detachments happening each year result in 134 causing damage, 27 leading to injury, and seven resulting in fatalities. Once a wheel has been lost, not only does the dramatic loss of vehicle control pose a serious risk to the driver and those

It is a legal requirement for drivers to ensure their vehicles are free from visible defects. For those that see frequent use, this often means performing daily checks to ensure the integrity of the vehicle. Despite all this, it was found that 32% of drivers admit to not checking the wheel nuts of their vehicle, risking the possibility of wheel loss and more. Sharing this responsibility, it is also the duty of the fleet operator to guarantee the roadworthiness of every vehicle. This highlights the importance of having a robust procedure in place to prevent wheel loss. A very real financial risk for businesses exists too, whilst Traffic Officers and the DVSA have the power to carry out roadside checks and issue fixed penalty notices. The Checkpoint Safety range encompasses a range of solutions, all with the common theme of visual safety and preventative maintenance, providing businesses with increased safety awareness, reduced maintenance costs, decreased vehicle and equipment downtime, simple and efficient tools to install, and highly visible heat detection and defects.

FOR MORE DETAILS ON CHECKPOINT’S RANGE OF SOLUTIONS AND CATALOGUE OF SUPPORTING MATERIALS, WWW.RDR.LINK/VZ012

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THE BAN ON 10-YEAR-OLD TYRES Steve Howat, General Manager – Technical Services at Continental Tyres, looks at the recent ban on 10-year-old tyres and what fleets need to know.

ebruary saw new legislation come into force banning certain commercial vehicles from using older tyres on UK roads. The regulations state that, from February 1st 2021, it is illegal for heavy goods vehicles, buses, and coaches to use tyres which are more than 10 years old on the front (steering) axles. For minibuses with single rear axle fitment, the ban applies to both axles. The C&U amended regulation has been passed to reflect this requirement to age restrict tyres to this 10 years from age of manufacture on steer axles and both axles on single wheel minibuses. The age of a tyre is only one factor in the complex equation of ensuring safety. Tyre pressure and solid tyre husbandry are also both equally important and this legislation brings tyre age sharply into focus, this is a topic operators must understand if they are to avoid fines and remain legally compliant.

Which vehicles will be affected by the 10-year-old tyre ban? The framework of the new rules is very simple, yet as ever, the devil lies in the detail. Fleet operators should make sure they fully understand the fundamentals of the legislation and work with their tyre service provider to ensure all tyres are within the legal age bracket.

The regulations apply to goods vehicles with a gross mass of more than 3.5 tonnes, to buses, and to coaches. For minibuses, the rules apply to rear axles, or both axles, unless the vehicle is equipped with twin wheels. Full descriptions of each category have been clearly laid out by the government to avoid any confusion.

How will workshops assess tyre age?

Steve Howat

How will the regulations be applied? The rules will be enforced during annual vehicle tests, administered by the DVSA, as well as during on-the-spot roadside inspections, where Advisory’s or Inspection Notices respectively will be issued against vehicles found running any tyre with a manufacturer date code of between nine and 10 years of age. When assessing steer axle tyres of heavy goods vehicles over 3.5 tonnes gross vehicle weight, large buses or coaches, and front or rear tyres on single fitment minibuses that are beyond the 10 year from date of manufacture, heftier punishments are in place for violations. During annual tests, such instances will be considered a Dangerous Deficiency in cases of roadside inspection, these tyres will face an immediate Prohibition.

Tyre inspection manuals currently state that all tyres must be marked with a visible date of manufacture, using a four-digit ‘DOT’ date and year code or for retreaded tyres the age code may be part of their specific numbering system. Current annual testing requirements do not stipulate that the DOT code is placed on the outside of the tyre, rather that it is simply visible where possible – this may not be the case with twin tyres.

What should fleets do? Fleets managed by Continental’s Conti360˚ Fleet Solutions can rest assured that robust tyre maintenance schedules are in place, allowing them to ensure tyres are assessed based on use and mileage as well as age, and that they are always regularly inspected for damage and pressure variations – all very important aspects of tyre safety. Continental would advise any operators to work closely with their service provider to ensure tyre age has been adequately built into these tyre maintenance polices, and indeed, tyre supply contracts.

For more information on Continental WWW.RDR.LINK/VZ013 Tyres, APRIL 2021 CVW 31

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TYRES & WHEELS

ON THE RIGHT ROAD With there being more than one underlying component to keep commercial fleets content, Bridgestone details the compelling factors that keep its customers on the right road. Webfleet Solutions The acquisition of Webfleet Solutions in 2019 is an example of Bridgestone’s ongoing commitment to make fleet operations more effective and efficient. This sits alongside a host of new products such as the Duravis All Season, Duravis R002, and its range of fuel-efficient Ecopia tyres. With demand for fleet-based mobility growing year-on-year, fleet managers need a reliable and innovative partner more than ever to help them maximise their effectiveness and efficiency through increased productivity and minimised total cost of ownership. Formerly known as TomTom Telematics, Webfleet Solutions allows business processes to be streamlined with seamlessly connected, end-to-end systems, including integrations with applications ranging from transport management systems and onboard cameras, to mileage, route optimisation, and HGV specific navigation.

Products In terms of product innovation, several commercial tyres have also been unveiled to the market in recent months, with best-inclass performance and lower CO2 emissions at the heart of their design.

■ Duravis All Season

Unveiled in June 2020, the Duravis All Season is aimed at the light truck segment and is designed with both small and large fleet operations in mind. It is ideal for professionals who want to maximise their business efficiency and stay in control with the same tyres throughout the year.

Achieving a best-in-class EU label Agrade in wet grip, the product allows fleets to keep going even in adverse weather conditions. The tyre delivers this through high-volume slots in its shoulder for improved water evacuation and an optimised contact pressure distribution. This latter design feature also improves the tyre’s snow and wear performance. ■ Ecopia H002

The Ecopia H002 achieves best in class fuel efficiency through an EU label A-AA grade combination in steer, drive, and trailer. By using new Ecopia tyres on steer, drive, trailer axles, an average long haul fleet would be able to make more than a £150,000 saving per year on fuel costs and reduce their CO2 emissions by 546 tonnes per year. ■ Duravis R002

Developed and tested in partnership with 17 fleets across 13 countries and a wide variety of operation conditions, the latest generation of Bridgestone Duravis tyres is designed for the versatility segment in order to meet these requirements and to best serve fleet customers.

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“On average, the Bridgestone Partner network assists more than 35,000 stranded commercial vehicle operators each year.” The Duravis R002 offers a boosted wear life that is up to 45% percent improved on its predecessor and a cost per kilometre that is reduced by 15% percent vs predecessor (average steer, drive and trailer). And, for savings not only in terms of cost but also CO2 output, the new Duravis provides optimised fuel efficiency, with a B-C-B combination in steer, drive, and trailer.

Downtime One of Bridgestone’s trump cards is its breakdown response times, which reduces downtime for customers. On average, the Bridgestone Partner network assists more than 35,000 stranded commercial vehicle

operators each year, with an average time of around 60 minutes taken from the moment the first call was made to the point at which roadside assistance arrived.

Retread Bridgestone’s unwavering investment in its retread products is maintaining the company’s position as leaders in the sector, at a time when the market has rarely been more relevant. With commercial businesses looking for sustainable solutions and fleets placing a heavier emphasis on being

‘greener’, the Bandag retread franchise assists hugely in the move towards the lowest total cost of ownership of product. In this regard, Bridgestone is fully committed, whilst a sustainable future fits with its company ethos, where retread is a core environmental policy.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM BRIDGESTONE, WWW.RDR.LINK/VZ014

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TYRES & WHEELS

TAKING THE

STRAIN Robert Czarnecki, Supervisor, Product Planning at Falken Tyre, discusses why operators need to consider the fine balance of performance, durability, fuel efficiency, and overall cost effectiveness when matching the right tyre with the application.

aking the right tyre choice has always been a complicated business, and if tyre management is misjudged, it’s a choice that could continuously cost a workshop money. Correct tyre selection is crucial for safety, stability, and durability and there are a number of ways they can affect operator costs. Mounting in the wrong position for its designation may lead to higher wear rates and reducing the tyre’s lifespan, or could reduce stability. Winter and summer patterns have fundamental compound differences that could lead to extra fuel consumption, as well as reduced braking performance if not used correctly. Operators should work with their tyre supplier to get the best pattern for the vocation, time of year and position on the vehicle. Drive tyres are designed with tread patterns that have large contact areas to ensure optimal traction and stability, as well as meet load capacity requirements. For example, the recently launched Falken BI856 is the latest-generation drive axle tyre that is designed to deliver excellent traction in any weather condition. Its hexagon shaped tread blocks help improve block rigidity and stability.

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Conversely, steer tyre treads are more closely designed to convey the applied steering thrust for optimal handling and wear. For these sorts of applications, wide and ridged shoulders help to provide excellent road stability, handling and even wear, all of which is essential. Falken has a number of tyres suited to these characteristics, such as the RI151. The final application, trailer tyres, are designed to optimise stability and wear, whilst performing under a variety of loads. Whilst the tread pattern and construction differ for each application, some steer tyres are suitable for trailers, which provides a level of flexibility for operators, such as the Falken RI128. Ensuring your fleet runs the correct tyres for the season is a key factor on economy as well as safety. Winter tyres have a much softer compound compared to summer tyres, so will be less effective at high temperatures (above 10-15°C), which could lead to much longer braking distances as well as higher fuel consumption. But, in wet conditions, a winter tyre will still perform grip-wise in summer due to its softer compound. As for the summer tyre, the compound will become

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harder/stiffer and with a lack of braking performance and wet grip in cooler periods, which is accompanied by a detrimental effect on wear consistency. The tyre’s compound can make all the difference and operators should consider what’s actually inside. Through pioneering research into the molecular structure of tyre materials using particle accelerators and advanced simulation computers, Falken’s parent company Sumitomo Rubber Industries (SRI) has succeeded in simulating the molecular structure of rubber compounds used for tyres at nano level to improve wear and consumption. For example, it has analysed how and where superfluous heat is generated in the tyre, which typically results in loss of energy and increases rolling resistance, which in turn is responsible for fuel consumption. It’s clear that, although selecting the right tyres might often prove complicated, it reaps enormous benefits in the long run. From optimised braking and wet performance, to wear and durability, as well as fuel consumption, this all has a positive impact on safety and the bottom line.

Workshop fitters understand that truck tyres need to be robust and resilient to damage, but this typically leads to sidewall stiffness that makes mounting a hard and physical process. However, the fitters at Barry & Wilkinson Tyre & Exhaust in Winsford, part of the Protyre network, have found fitting Falken’s rubber a pain-free procedure. “The Falken tyres are so easy to fit, you could almost put them on with your hands. It makes a huge difference to the process, which is generally still manual,” says Dave Radford, Truck Manager at Barry & Wilkinson Tyre & Exhaust. “A truck tyre can weigh around 30kg; it can be a very physically demanding job getting them on

and off. And it’s not just energy it saves, but time too.” He continues: “The Falken tyres are quicker to fit as a result. We’re saving at least five seconds per tyre when simply mounting and fitting. Additionally, as the tyre sits and seals a lot quicker, that can potentially save around another 30 seconds per tyre as opposed to needing to get the beading plate out and blow that up. It may not sound like much, but it adds up.”

FOR MORE INFORMATION ON FALKEN’S AVAILABLE RANGE, WWW.RDR.LINK/VZ015

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BODY REPAIR & MAINTENANCE

THE TOOLING EVOLUTION

Staying ahead The commercial vehicle sector is in a constant state of evolution in terms of the tooling technology required to complete jobs on the workshop floor, and this is not going to change anytime soon. This evolution has trickled down to manufacturers like Mirka, who is leading the charge in terms of innovation, so businesses can keep up with all the technical and technological advancements that are flooding the market. The way Mirka achieves this is two-fold. The first is the fact that its team has decades of experience across multiple areas of the industry. The second, and probably most important, is communication. As a business, Mirka is in constant dialogue with its customers, and this provides insights into the challenges on the workshop floor, as well as the opportunities available within the sector. This information is then circulated to the R&D team, based out of Jeppo, Finland, which enables them to develop innovative and versatile products that meet the constantly changing needs of the end user and assists in reducing vehicle off road (VOR) times, increasing productivity, and maximising the profitability of the business.

36 CVW APRIL 2021

Steve Smith, National Sales Manager ART at Mirka UK, looks at where tooling is heading in the CV industry in 2021 and beyond.

he role tooling plays within the body repair sector is of vital importance because it was once thought of as just another tool to undertake a procedure. The ‘just a tool’ mentality has now changed in 2021 because businesses must think about the tools they use in terms of how they impact productivity and, most importantly, how they affect the health and safety of the operator. The wrong tool can not only impact the time it takes to complete the process, but it can also detrimentally affect the quality of the finish, which could, in turn, reflect badly on the business and its reputation among its customer base. This has led to repairers looking to manufacturers such as Mirka for technical support and advice because they want peace of mind that their investment in tooling will cater for all the needs of the business, including the wellbeing of the technicians. Mirka’s business views health and safety with the upmost importance. So much so, it introduced Bluetooth technology to its electric range of tooling. This technology

was developed to allow businesses to easily track vibration levels, which is paramount to the safety of the operator, because it reduces the risk of HAVS and ensures the tool stays in tip top condition. In addition, this year has also massively affected the way the industry does business, and like many others, Mirka has had to make changes. The body repair sector is a people industry, where face-toface contact and communication is key. This is no more evident than when you are reviewing best working practices to improve productivity and profitability. There is now light at the end of the tunnel and hopefully it won’t be too long before face-to-face visits restart, and Mirka can return to supporting businesses to ensure they maximise the benefits of using the company’s complete sanding solutions.

TO SEE MIRKA’S COMPLETE RANGE OF SOLUTIONS FOR YOURSELF, WWW.RDR.LINK/VZ016

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SAVE TIME & PRESERVE MACHINES Daniel Took, Head of Professional Product Marketing at Kärcher UK, discusses the best products and processes for vehicle body maintenance cleaning.

e all know that vehicle maintenance is necessary; however, cleaning might not always be top of the maintenance list. Whilst the management of commercial vehicles involves numerous considerations, it’s important to remember that cleanliness will actually help to ensure a longer vehicle service life and make other servicing and repair work easier. If you combine the right cleaning technology with the right cleaning processes, vehicles will not only look great, but work more smoothly and reduce wear.

High pressure exterior cleaning Robust vehicles such as transporters and HGVs may look impervious, but paintwork is always a sensitive surface. The trick when cleaning with high pressure is contactless working to remove dirt without scratching. Rim cleaners and insect removers should be applied to windscreens and radiators before starting and cleaning agents should not be used in direct sunlight as the necessary activation time may be compromised by drying too fast. The water hammer effect of the drops impinging the bodywork at high pressure loosens the dirt during the actual cleaning and the water flows off between dirt and surface. The loosened dirt particles are transported away by these shearing forces.

Hot water cleaning Hot water machines are generally more efficient as, apart from the mechanical effect of the pressurised water, the temperature enhances the performance. Greases and oils are better dissolved and drying is quicker. Water volume is also effective, for example using a 1000-litre machine is 60% quicker than a 500-litre machine. Cleaning agents to loosen stubborn dirt should be applied to the dry vehicle with a lance working from the bottom upwards, continuously maintaining your spray distance and angle of 25° for the best results. To ensure the same acting time everywhere, work systematically from the

“It’s important to remember that cleanliness will actually help to ensure a longer vehicle service life.” front across one side of the vehicle to the back of the other side to start again at the front with washing off the cleaning agent.

Heavy machinery Special cleaning measures are required when it comes to more demanding applications. High-pressure cleaners are ideal for tractors and many agricultural machines. No moisture should be used for machines and units which are used in connection with grains and cereals or fodder, vacuum sweepers and vacuum cleaners are required here. Construction machines pose special challenges for cleaning technology. Before a construction machine can drive from a construction site onto the road, highpressure cleaning with a cold-water machine with at least 1000 litres is required to remove the dirt load. This cleaning is also a prerequisite for maintenance because, if screws are hidden under mountains of dirt, they can be difficult to retighten.

Three top tips �� When using a wash brush to remove stubborn dirt or for textured surfaces, clean the vehicle first with high pressure, otherwise the brush rubs existing dirt into the paintwork, creating scratches. �� There is cleaning technology available with high-pressure accessories to reduce stress on the workforce. For example, high-pressure guns from Kärcher use the recoil force of the high-pressure jet to eliminate the holding force required from the user. There are also spray lances which can be rotated under pressure, removing the need to bend over when cleaning spoke wheels or mudguards. �� Foam form cleaning agents make cleaning large vehicles, like trucks, much easier. Placement of the foam is easy to control and it stays for longer, increasing the activation time. When applied with a cup foam lance or nozzle, excellent results can be easily achieved.

TO SEE KÄRCHER’S FULL RANGE OF PRODUCTS AND SOLUTIONS FOR YOURSELF, WWW.RDR.LINK/VZ017

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BODY REPAIR & MAINTENANCE

HOW TO REMOVE A NUT NEAR FUEL LINES Induction Innovations walks us through a step-by-step guide to safely removing a rusted, corroded nut near fuel lines.

he traditional approach of using an oxy-acetylene torch is out of the question when in a tight space or near fuel lines. Using an open flame in a confined space vastly increases the consequential fire risk – plastics, wiring, trim, and fumes around the part to be removed can catch fire, potentially causing costly damage or injuries.

Safe removal The good news is that this process has never been easier or more efficient than with the help of the Mini-Ductor product line. The Mini-Ductor tool uses highfrequency magnetic fields to quickly heat the ferrous metal to release it from corrosion or thread-lock compound, without the dangers of open flame. Heat is localised on the part and not the surrounding area, which results in less collateral damage as compared to a torch. Another benefit of this localised heat is that parts can be reused – saving the user money.

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STEP-BY-STEP GUIDE Note: Read the safety and operating manuals before using the Mini-Ductor tools, a well-reviewed proficiency of these documents is necessary for proper usage. STEP 1 – First, make sure the fuel lines are not leaking or creating a vapour. STEP 2 – Select the correctly sized coil to fit the application. Bend the leads of the coil to the correct shape for ease of use.

38 CVW APRIL 2021

Available models The Mini-Ductor is the professional's choice handheld, flameless torch and the ideal tool for commercial workshops due to its power source. The models include the Mini-Ductor II, Mini-Ductor Venom, and the portable Mini-Ductor 12V, which works off a 12-volt battery pack, or a van or truck battery. The Mini-Ductor II and 12V both feature an inline design which helps reach those tighter areas such as fuel lines. Both tools fasten coils with thumbscrews, have a pushbutton activation and an LED work light. They also include a one-year manufacturer’s warranty. The Mini-Ductor Venom features an angled, pistol grip design to better reach those tight areas where torches can't go. The Venom includes trigger activation, a coil Twist-Lock which locks coils into place with one easy turn and a two-year warranty. The Venom also has a fault monitor LED light to indicate if the tool is working properly.

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Warning: Do not use coils with breaches in the insulation. You could cause arcing and the unit to short out. Always check for breaches before using your coils.

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Flexible coils Each Mini-Ductor kit is supplied with three bendable coils, including a 7/8” pre-formed coil, 23” U-form coil, and 41” bearing buddy. These coils are flexible and able to be bent or separated. The U-form coil and bearing buddy allow the user to wrap the coil to fit any application. These coils are ideal for getting into awkward areas and thin enough to wrap around the nut and heat it for easy removal. For example, a 19mm nut is heated red hot in seconds. The heat expands the nut and breaks down any corrosion bonds. All coils are coated to eliminate oxidation and resist abrasion if used properly.

TO LEARN MORE, OR TO SEE THE AVAILABLE RANGE FROM INDUCTION INNOVATIONS, WWW.RDR.LINK/VZ018

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STEP 3 – Tighten the coil into the unit with thumbscrews or lock it into place with the twist-lock. STEP 4 – Run the unit according to the recommended duty cycles. Only heat the nut enough to expand and loosen – red hot is too hot! STEP 5 – Select the correct tools, such as a wrench, to loosen the nut. Caution: Remove the nut whilst it is still hot.

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SHAVING OFF THE SECONDS Kevin Welling, Training Academy Manager for Axalta in the UK and Ireland, shares practical tips to help CV refinishers cut down on process times.

oday’s commercial vehicles are state-of-the-art and can cost in excess of £1 million. They increasingly use an array of effect colours, which can present a challenge for even the most experienced refinishers. Standox, one of the global refinish brands from Axalta, helps bodyshops tackle the trickiest CV repairs, whilst providing the quality and durability CV owners demand.

Speeding up the process time The key to speeding up process times is to use the best products in the most efficient way. Most bodyshops will be working with passenger car paints to repair metallic and pearl effect finishes; however, CV repairs are more complex due to the multiple substrates and large flat surfaces involved. To repair effect colours, Standox recommends its waterbased Standohyd Plus basecoat. When using this basecoat as part of the Standox One Visit Application system, CV refinishers will save time, energy, and materials. This efficient wet-onwet system only requires refinishers to apply one coat each of filler, basecoat and clearcoat, in 1.5 spray passes, with no flash off times required in between. Because a wet-on-wet basecoat system relies on water evaporation to dry, refinishers can get even more efficient results using an assisted blower system that will ensure the coats dry quickly and effectively before the clearcoat application. Once the clearcoat has been applied and baked, the resulting finish will be good and hard, making the repair much easier to polish. When working with effect or bespoke colours, accurate colour matching is of the utmost importance. The use of the latest generation spectrophotometer, like the Standox Genius iQ2, helps speed up this process enabling refinishers to identify and colour match these and other fleet colours quickly and easily. Traditional colour matching methods like fan decks are both time consuming and prone to error as ambient lighting can affect colour choice and this is particularly true of effect colours.

An online integrated colour management system, like Standowin iQ Cloud, is the final step to saving process time, as it connects to the latest spectrophotometers via WiFi. Together, the two tools determine precise measurements and exact colour formulas quickly, and information can be sent or accessed from a mobile device anywhere in the bodyshop. Using a cloud-based colour management system and a WiFi enabled spectro together means bodyshops reap an incredibly efficient workflow, so they can process more repairs, while achieving consistently excellent results.

the Standox VOC compliant 2K Sealer Transparent U2020 is recommended for solid colours, as it can be used for efficient colour changes without pre-sanding under Standofleet 2K topcoats. Both have been designed to speed up colour changes. They are ideal for multitoning and striping on large vehicles such as coaches. Once applied, they are flashedoff and the colour can then be applied straight away – or after sanding for effect colours – which means colours can be layered quickly and efficiently.

Easier blending repairs Reducing paint costs To avoid applying an excessive amount of basecoat, which can affect the overall finish and also waste product, the choice of filler is key. The FC1 (white)/2 (mid grey)/3 (black) fillers from Standox give maximum coverage in the shortest time and require the least amount of basecoat applied on top. For CV repairs, they can be used under Standohyd Plus basecoat for effect colour repairs, or Standofleet basecoat for noneffect solid colour repairs. These fillers can be matched to the more than 200,000 colours within the Standowin iQ colour database.

With Standohyd Plus basecoat and One Visit Application, blending repairs are a simple one-step process application for metallic and other effect colours. The colour is blended into the adjacent panel and, after a short flash-off, the clearcoat can be applied. Standox recommends Standofleet VOC 2K Clear K9350. It is vitally important that, when blending the Standofleet 2K topcoat and blending the clear coat, the same hardener and thinner are used. If different products are mixed, the repair will not dry properly and can result in surface defects such as gloss drop.

Efficient colour change For a perfect colour change, the old or original paintwork needs to be well cleaned and degreased before the basecoat is applied. For effect colours, sanding is also necessary. Standofleet 2K VOC Wet On Wet Filler U2570 is used for effect colours and

TO FIND OUT MORE ABOUT STANDOX PRODUCTS AND SERVICES, CONTACT THE LOCAL DISTRIBUTOR OR WWW.RDR.LINK/VZ019

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FILTERS

CLEAN AIR IN THE TRUCK CABIN

Meyle highlights its new cabin air filter, how it helps to protect against NOx and fine dust, and how many times you should replace your filter per year.

Cover fleece

Particle layer

or a truck driver, it is often not uncommon to spend up to 24 hours on the road. Especially during long trips, the majority of the daily routine of a truck driver takes place in the cabin. Therefore, the quality of the air in the cabin is of particular relevance for the driver’s well-being and health. Nowadays, almost all trucks have an integrated cabin air filter. The filter cleans the air in the cabin and protects the driver from harmful gases and particles, which in addition to smog, exhaust, soot, ozone, and pollen also include fine dust and nitrogen oxide (NOx). The vehicle’s cabin air filter is essential for the driver to ensure cleaner and fresher air, allowing for a healthy cabin environment without harmful substances. With the new Meyle-PD cabin air filter, Meyle offers the appropriate filter solution: the high-quality filter media are enhanced with specially impregnated active carbon and can thereby provide a particularly high adsorption of NOx. They also offer a very high filter efficiency and an enormously high capture of fine dust. Thus, the filter is particularly suitable for high traffic environments such as large cities or long traffic jams with high levels of fine dust pollution. Here, the filter ensures seamless airflow with minimal loss in pressure.

Specially impregnated activated carbon filter media

Unlike conventional cabin air filters with active carbon, filtered NOx is chemically bound in the Meyle-PD filter material as a salt and is never released again even when disposed of. Thus, the new cabin air filter permanently and sustainably reduces NOx in the environment and directly in the cabin. This makes the Meyle-PD cabin air filter unique. The layers of the Meyle-PD cabin air filter fulfil a wide spectrum of functions: ■ The cover fleece filters larger particles of dust ■ The particle medium is outstanding at capturing fine dust ■ The two impregnated layers of activated carbon chemically bind the NOx ■ The carrier fleece serves as a basis for the layer of activated carbon and the particle medium The Meyle-PD cabin air filter is available for the following truck applications: ■ DAF (65 CF, 75 CF, 85 CF, CF (05/13-), CF 65, CF 75, CF 85, XF, XF 105) ■ Iveco (S-WAY, Stralis, Trakker, X-WAY) ■ MAN (FOCL, TGA, TGL, TGM, TGS, TGX, LION S, COACH, LION S STAR) ■ Mercedes-Benz (ACTROS MP4 / MP5, ANTOS) ■ Renault Trucks (C-Series, K-Series, TSeries) ■ Volvo (FH 16 II, FH II) ■ Scania (L-Series, P-Series, G-Series, RSeries, S-Series)

Carrier fleece

Replacing the filter For optimal filter performance, Meyle recommends replacing the cabin air filter every 15,000 kilometres or, better yet, twice a year. The tyre changes in spring and autumn are a good opportunity to combine with a cabin air filter replacement. Over time fine dust, soot, pollen and even insects clog the filter, resulting in a gradual loss of function. In addition to cabin air filters, Meyle also offers an extensive portfolio of high-performance oil, air and fuel filters for all conventional vehicle models.

The portfolio Commercial vehicles are subject to exceptionally high levels of stress because they have to transport heavy loads usually across long distances. Components should, thus, be serviced and wear parts replaced at regular intervals to avoid long and costly downtime. Meyle spare parts offer a good solution, particularly for trucks by MAN, MercedesBenz, DAF, Volvo, Scania, Renault and Iveco, as well as for buses and trailers. With technically enhanced products such as the Meyle-HD stabiliser links and tie rod end assemblies for trucks and the optimised Meyle-PD brake pads, vehicles with Meyle parts can spend more time on the road.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM MEYLE, WWW.RDR.LINK/VZ020

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FILTERS

QUALITY IS KEY Karl Ridings, Sales Director UK & Ireland – Aftermarket of UFI Filters, explains the main CV oil filter functions, shares tips for oil filter replacement, and provides an insight into how the company sets trends in oil filtration technology.

eavy vehicle manufacturers must ensure the highest levels of efficiency and safety, particularly for heavy duty vehicles, which travel long distances every day. Separating the good from the bad, oil filters are the hidden heroes that keep commercial vehicle engines running. This is why it is important to be able to rely on top-level suppliers, such as UFI Filters, with its complete oil filter range. Clients who choose a premium filter from an OE supplier like UFI Filters benefit from integrated processes covering R&D, quality, and testing that are tailored to meet the specific needs of the OE and legislative requirements. Although filters look very

42 CVW APRIL 2021

similar from the outside, the performance of any filter (e.g., pressure control, quantity and type of filter media used, leakage protection, sealing material, etc.) can deviate enormously. For any type of filter, UFI recommends the repairer ensures that the selected filter corresponds to the application suggested in the catalogue as the use of incorrect part numbers is a frequent cause of malfunction or even collapse of the filter. UFI also recommends the repairer should follow service procedures as suggested by the vehicle manufacturer and filter element manufacturer in order to achieve convenient service operations (e.g., to avoid oil dirt in the engine zone) and prevent functionality issues.

A step ahead Over the last few years, oil filtration has changed, such as with the development of advanced media, the filter design, or the integration of functions into one module. UFI’s filter products already fulfil and exceed latest OE requirements like the operation under high working pressure conditions, the green and reinforced design of the components, like body and cartridge, and sensors with multiple functionalities. With its vast experience and know-how in the development of new materials, UFI’s experts have introduced the patented

“Separating the good from the bad, oil filters are the hidden heroes that keep commercial vehicle engines running.”

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Durafilter oil filtration solution for heavy trucks, which uses a media composed of synthetic microfibres to guarantee extreme performance, with a travel capacity of up to 100,000 kilometres. Another demand is to be able to integrate the heat exchanger into the module. That is one of the reasons why UFI’s heat exchanging products are highly complementary to its filtration business. At UFI Filters, there are three research centres with laboratories and specialists who constantly work to ensure the products provided exceed today’s high needs required by commercial vehicle manufacturers. The result are oil modules such as the one recently introduced for the latest MAN D15 engine for Heavy Duty Euro 6d applications. The engine is also applied to MAN’s new TGX range that has been elected International Truck of the Year 2021. UFI’s aftermarket customers benefit from its capabilities in the OE sector. It has developed an aftermarket filter program that incorporates its OE filters and its philosophy of meeting the demands of tomorrow today.

Top tips for oil filter replacements Although filters should be replaced in line with the indications of the vehicle manufacturers, in particular for the oil filter, it is recommended for the fleet or vehicle operator to replace it even more often. If a vehicle is frequently driven short distances, like trucks doing intensive stop-go urban deliveries, an increased degradation of the oil will result. A good indication for this is the condition of the emptied oil. Particular fitting mistakes on oil filters that can be found: ■ ■ ■ ■ ■ ■

Use of non-suitable tools for the type of filter Insufficiently cleaned gasket contact surfaces on seamed cartridges Gasket on the cartridge is not oiled Gasket supplied with the spare part is not replaced O-rings are crushed or twisted Tightening torques or specific precautions are not correctly observed (e.g. manual tightening on seamed cartridges) ■ Damaging particles can remain in the engine by poor filtration of the oil filter. Poorly fit oil filters can compromise engine performance and reliability, and increase fuel consumption and harmful emissions

FOR MORE INFORMATION ON THE OFFERING FROM UFI FILTERS AND HOW ITS SOLUTIONS CAN HELP YOU, WWW.RDR.LINK/VZ021

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FILTERS

FILTER FRONT AND CENTRE

Helen Goldingay, Senior Head of Marketing & Communications at Hella, explores the importance of not overlooking filter maintenance and how each filter acts differently.

ilters are an essential component for the reliable running of any commercial vehicle (CV) fleet because, without effective filtration, many issues can surface that could reduce vehicle performance and threaten costly downtime. In addition, the wellbeing of the driver is another important priority for reputable operators. Therefore, all the vehicle’s filters need to be assessed regularly and replaced in accordance with the manufacturer’s service schedule.

They should, therefore, be changed according to the vehicle manufacturer’s service schedule and again, Hengst air filters provide the ideal solution and naturally feature flame-retardant filter media that also maximises filter stability.

Cabin filter

Oil filters In order to maintain the increasingly stringent emissions levels set by legislation, engines need to perform extremely efficiently and, therefore, to minimise friction, require a considerable quantity of oil to be pumped around the system every minute. The oil must also be in good condition and as clean as possible, which is where the oil filter does its work and, in the process, contributes to minimising emissions and optimising fuel efficiency. Using the oil filter for the 10.8-litre MX11 Euro VI engines used in DAF’s CF and XF series applications, a Hengst original equipment (OE) fitment, for example, provides effective filtration through the use of the company’s Energetic filter insert concept, which is at the cutting edge of filter design. Thanks to a combination of the company’s filtration technology and the use of durable components in the design and manufacture of the housing, the module, with the oil filter at its core, is particularly environmentally sustainable and resourcesaving, as only the filter element itself needs to be replaced when the engine undergoes an oil change at its scheduled service interval.

Fuel filter The fuel filter primarily removes dirt and rust particles, preventing them from entering into the injection system, but also separates water to prevent corrosion and damage. Failure to replace the fuel filter could cause the injection system to block, subsequently affecting the engine’s reliability. As a result of the high-quality machining process they undergo, Hengst fuel filters can withstand pressure peaks of up to 15 bar, allowing for longer replacement intervals and maximum performance.

Air filter Air filters remove particles from the engine’s air intake system, therefore, helping to maintain the performance of the engine and reduce premature wear. Although the precise total depends on the capacity, heavy-duty engines draw in thousands of litres of air a minute, which needs to be clear of foreign objects to maintain the correct air/fuel mixture and maximise fuel and emissions efficiencies.

The purpose of the cabin filter is to keep dust, dirt, and allergens from entering the cabin. Some also feature an activated carbon layer, which works similarly to a sponge and binds harmful gases within the pores, restraining the particles. Particularly with the increasing use of air conditioning systems, it is highly recommended that the cabin filter is replaced at least once a year, or twice, if the vehicle is driven extensively. New filters also minimise exposure to odours and prevent the formation of dirt and condensation on the windscreen. However, when they begin to underperform, problems begin to arise as the flow of air and their effectiveness against pollutants is reduced. Sadly, cabin filters are still often overlooked during the service process, but the potential risks of not changing cabin filters should not be understated, because in addition to reduced performance and visibility, health and wellbeing issues can arise, as well as problems with the efficient operation of the air-conditioning system.

TO SEE THE RANGE OF HENGST CV FILTERS AVAILABLE FROM HELLA FOR YOURSELF, WWW.RDR.LINK/VZ023

APRIL 2021 CVW 45

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GIVEAWAYS

ARE YOU FEELING LUCK Y? FOR YOUR CHANCE TO WIN THESE GIVEAWAYS, GO TO WWW.RDR.LINK/VZ024

1 VEHICLE SANITISER KIT Emissco

30 BASEBALL CAPS

Emissco is giving away one vehicle sanitiser kit, containing one Vira-Blast Vehicle Sanitiser and Deodoriser (150ml – 1 shot), one Vira-Blast Surface Sanitiser (150ml), a pair of gloves, and a ViraBlast window sticker.

Stahlwille To celebrate its 30th anniversary, Stahlwille is giving away 30 baseball caps to CVW readers. The caps are made of quality cotton and have a metal clip adjuster, so one size fits all. Stahlwille have large stocks in the UK of its excellent tool range and a multitude of professional distributors and re-sellers around the UK to service your needs.

It contains everything you need to disinfect and deodorise your vehicle interior. Suitable for sanitising A/C and heating systems, as well as surfaces and contact points – this two-step deep cleaning kit delivers a fresh interior in 10 minutes. Vira-Blast combats viruses, kills bacteria, fungi, and mould, and eliminates odours.

3 HEADL AMPS Ledlenser

The Ledlenser H7R Work rechargeable headlamp from the new Core-Work-Signature series is super tough, compact, and focusable. It features a dimming function and delivers a more natural light due to its high CRI value. It is the perfect choice for any workshops that requires flawless illumination. In Boost mode, it delivers an incredible 1,000 lumens, whilst it’s everyday Power setting isn’t too shabby either, with a delivery of 600 lumens. The light is focusable from flood to beam via Ledlenser’s Advanced Focusing Technology. Supreme levels of dust and water ingression protection (IP67-rated) and a seven-year warranty with registration make this headlamp the perfect choice. CVW readers can also use the code LLSAVE10 on the Ledlenser website for 10% off any purchase.

APRIL 2021 CVW 47

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WHAT’S NEW?

FALKEN EXTENDED TYRE RANGE To support operators and users, numerous additions have been made to Falken’s truck tyre range. For example, the BI856 high-traction drive axle tyre for regional and long-distance transport will be available in 295/60 R22.5 150/147. Falken’s patterns for steering and trailer axles – the GI378, GI368, and RI151 – will be available in additional fitments. The Falken GI378 will be available in sizes 425/65 R 22.5 165 K and 445/65 R 22.5 169 K. Featuring the snowflake symbol, this all-season tyre has proven itself on both construction sites and in urban applications. The Falken GI368 in size 385/65 R 22.5 will be upgraded to feature an increased load index of 164 (speed index K). Falken is also offering four new sizes for the RI151 model: 215/75 R17.5 128/126M, 265/70 R 17.5 140/138 M, 255/70 R 22.5 140/137 M, and 295/60 R 22.5 150/147 L. Additionally, the load index of fitment 385/65 R 22.5 is increasing to 164K. Engineered for regional transport usage, the durable and efficient RI128 pattern will come in additional sizes: 245/70 R 17.5 143/141J, 285/70 R 19.5 150/148J and 275/70 R 22.5 152/148 J. The load index for fitment 245/70 R 19.5 has been increased to 141/140 J, whilst the 385/65 R 22.5 has been upgraded to a load index of 164 K (158 L). WWW.RDR.LINK/VZ025

BOSCH NEW FILTER RANGE Bosch has expanded its available range of filters for the CV market, extending across the oil, cabin, and fuel sectors. Its introduced new oil filters which cover more than 500,000 EU vehicles (Part Numbers: F 026 407 241, F 026 407 280, F 026 407 286, F 026 407 292, and F 026 407 295). Furthermore, its expanded both its cabin filter (Part Number: 1 987 435 137) and fuel filter (Part Number: F 026 402 268) ranges, covering more than 100,000 EU vehicles and 7,000 EU vehicles respectively. WWW.RDR.LINK/VZ026

BRIGADE

ELECTRONICS

DASH CAMERA RANGE Ideal for commercial vehicles, Brigade Electronics has launched a new range of dash cameras. They can be used to record footage, including incidents, helping to provide irrefutable evidence in the event of a collision or false claim. Brigade’s dash cameras include: high definition resolutions for clear, high quality footage; GPS tracking data post recording; easy-to-use software to quickly and simply recover video data; full colour control for optimised night-time recording; wide dynamic range function to eliminate bright spots on footage; designed with a super capacitor, which automatically provides backup power in the event of a power failure, ensuring no data is lost and recordings are safely stored; and optional locking box and key to prevent theft or tampering. WWW.RDR.LINK/VZ027

SEALEY SPRING 2021 PROMOTION With over 690 offers inside, more than 118 new products, and eight pages of clearance deals, Sealey’s Spring Promotion is sure to catch your eye with discounts of up to 85% off list price. Initially launched in March, this promotion is valid until 31st May 2021. It contains great sections of products, including hand tools, lighting & power, storage, jacking & lifting, welding safety equipment, and pressure washers & compressors. This promotion sees the launch of Sealey’s AK7939 – 1000V Insulated Tool Kit and AK7938 – Socket Tray, which contain hardened and tempered chrome vanadium steel sockets and accessories that are chrome plated for resistance to corrosion and are suitable for daily professional use. Each component is fully insulated to VDE and EN 60900 standards to protect from electric shocks up to 1,500V DC and 1,000V AC. WWW.RDR.LINK/VZ028

48 CVW APRIL 2021

SNICKERS WORKWEAR

HI-VIS PROTECTIVE WEAR Snickers Workwear takes personal wellbeing at work very seriously. That’s why this range of Hi-Vis protective wear is streets ahead of anything else. With updated styles and designs added to the extensive range of jackets, trousers, shorts, toolvests, shirts, and fleeces for men and women, there’s a host of garments in the range to satisfy the specific requirements of Classes 1, 2, and 3 protection levels. These products combine Snickers’ unrivalled hallmarks of functionality and comfort with the requirements of the EN 20471 standard for high visibility warning clothes. With advanced designs and high-tech fabrics that are windproof and water-repellent, all the garments have durable, colour-fast protection that will last wash after wash, retaining shape and comfort throughout the life of the garments. Added to which, Snickers Workwear Hi-Vis garments can be custom-profiled to ensure ‘stand out’ coverage for your corporate brand. WWW.RDR.LINK/VZ029

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THE

A-Z OF

BATTERIES In part three of Rotronics' A-Z of Batteries series, Ken Clark takes us through G and H.

IS FOR GOOD PR ACTICE

IS FOR HA Z ARDS

Good practice means a considerably smaller battery bill in the annual budget once a battery management programme is implemented. Good practice looks like chargers in every pit, technicians testing all batteries every couple of weeks, getting the batteries on charge at every chance they have, and using ROBIS, our reporting system, to collect battery and electrical data via a web-based dashboard from national/regional workshops, updating fleet software at the same time. For chargers WWW.RDR.LINK/VZ030 and for testers WWW.RDR.LINK/VZ031.

The sulphuric acid in a battery is severely corrosive and can cause serious burns and injury. As the battery is charging and discharging, flammable gasses will emit from the battery. Load testers should be banished from the workshop; use non-invasive new testers instead. Explosions are not frequent, but they occur too often in workshops, generally due to poor handling or maintenance.

TAKE AWAY TIP

✓

ROBIS improves the battery performance across your fleet and your warranty processes will be faster and simplified. WWW.RDR.LINK/VZ032.

TAKE AWAY TIP

✓

DO NOT use or rest metal tools on top of a battery. Keep an eyewash and first aid station close at hand. To see more tips, WWW.RDR.LINK/VZ033.

Why not let us know what you’d like to see in the next ‘A-Z of Batteries’, please email your suggestions to ken.clark@rotronicsbms.com. For more information on Rotronics, available products, and the battery management WWW.RDR.LINK/VZ034. programmes, you can call Ken Clark on 0121 526 8185, email info@rotronicsbms.com, or

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ADVERTISEMENT INDEX Bowmonk Limited ............................................ (page 46)

Osram .............................................................. (page 35)

BPW Limited .................................................... (page 40)

Premier Pits ........................................................ (page 7)

Conren Limited ................................................ (page 46)

Robert Bosch Limited ...................................... (page 17)

Energizer Group Limited .................................... (page27)

Schaeffler (UK) Limited .................................... (page 29)

Ferdinand Bilstein UK Limited ............................ (page 4)

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

Garage Equipment Association ........................ (page 49)

TMD Friction .................................................... (page 44)

Induction International ...................................... (page 43)

TotalKare Heavy Duty Workshops ................ (back cover)

Jack Sealey Limited .......................................... (page 21)

UFI Filters .......................................................... (page 46)

Juratek Limited .................................. (inside back cover)

VL Test Systems Limited .................................. (page 12)

Knorr-Bremse .................................................... (page 24)

VLS (UK) Limited .............................................. (page 33)

Mann & Hummel UK Limited ............................ (page 15)

Witham Group .................................................... (page 9)

Merridale Limited .............................................. (page 46)

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50 CVW APRIL 2021

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