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The trade magazine for servicing and repair professionals
COMMERCIAL
VEHICLE WORKSHOP DECEMBER 2021
WHATEVER THE WEATHER Why the adaptibility of a brake tester might be exactly what workshops are looking for
Also in this issue…
■ Part eight of Bosch's 'KTS Made ESI' ■ What to expect from the Euro VII regulations ■ Could hydrogen be a viable solution to the emissions challenge?
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CONTENTS
Volume 18
Issue 11
REGULARS 5
Viewpoint
12 Business & Training
6
News
47 Digital Digest
8
Tech Tips
49 What’s New?
SPECIAL REPORT 14 Gregory Distribution discusses its recent expansion 16 How predictive maintenance can do away with regular vehicle breakdowns
14
EMISSIONS 18 Ensuring compliance with the latest range of measures 20 How DVSA is continuing to crack down on emissions cheats 22 Tackling EGR valve problems on prominent TDI applications 23 The network of zero-emission bus and coach operators supporting best practice 24 Identifying and correcting an aftertreatment fault on a Scania R440 E6
LIGHT COMMERCIAL VEHICLES
23
26 Replacing the clutch assembly and dual mass flywheel on a VW Transporter T5 28 The webinars striving to keep fleet engineers and workshop managers informed 30 Step-by-step guide to timing belt and auxiliary drive system installation 33 Why adaptability is so crucial for brake testers 34 What tools you should be using to tackle maintenance and repair 35 The benefits of digital ADAS calibration systems
FUELS, LUBRICANTS & ADDITIVES 36 How additives are not just useful chemical tools 38 Is hydrogen a viable solution to the emissions challenge? 40 The future of heavy duty diesel engine oils in the face of Euro VII
44
42 How to protect vehicles and storage tanks against fuel siphoning 44 The key to improving fuel economy and solving thousands of after-treatment issues DECEMBER 2021 CVW 3
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VIEWPOINT
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LOOKING AHEAD
Editor CIAN BRITTLE Editorial Assistant
I
FREYA COLEMAN Group Editor KIERAN NEE Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 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
t seems as though the year has barely got going, and yet I find myself putting together the final issue of 2021. Calling it a strange year would be somewhat of an understatement but, considering we began January in a lockdown, the year has acted as a necessary recovery period. After all, this time last year, we were in the midst of the second of three full lockdowns. This is surely cause for optimism, and this positivity is something we can carry into the new year in order to tackle the myriad of challenges currently facing our industry. Firstly, and something which has dominated news headlines over the last year, is the driver shortage. While an effective solution appears to remain out of reach for the time being, the Government is currently in the process of carrying out a review of the Driver Certificate of Professional Competence to see how it can be improved in order to ease the issue. A short-term solution, but it’s an attempt at a solution nonetheless, and one that industry leaders have been advocating for some time – it’s refreshing to see the Government listening. However, the most important thing won’t rest in looking at what’s been before, but preparing for the future. This will certainly centre on emissions, but it’s still up in the air as to what this could look like for commercial vehicles. Short-term, we have the Euro VII regulations, which should be finalised soon before being rolled out around 2024/2025; meanwhile, long-term ambitions are set on alternative fuels for HGVs as a whole. This month’s issue of CVW covers both areas as we look to the future, with Morris Lubricants discussing the future of heavy duty diesel engine oils in the face of Euro VII regulations on page 40. In addition, David Wright, Company Secretary for the Verification of Lubricant Specifications (VLS), speaks to us on page 38 about whether hydrogen could be a viable alternative for HGVs in the future. In the present, DVSA is doing its utmost to ensure that HGVs are not skirting around emissions regulations through illegal means. Since ramping up its efforts to routinely check HGVs in September 2018, the organisation presents stats on how the problem very much remains to this day on page 20. There’s plenty to look forward to as we move into a new year – a scarcely believable 2022 – and I’m excited to see the direction of change as we tackle emissions head on.
Regal House, Regal Way, Watford, Herts WD24 4YF
Hope you have a great Christmas and a Happy New Year!
Tel: (01923) 237799 Website: www.hamerville.co.uk
Cian B rittle
Copyright © 2021
Editor
8,459 From 1 July 2020 to 30 June 2021
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
DECEMBER 2021 CVW 5
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NEWS HGV market declines 8.4% in Q3 2021 New heavy goods vehicle (HGV) registrations declined by 8.4% in the third quarter of 2021, according to figures released by the Society of Motor Manufacturers and Traders (SMMT). The decrease saw 7,715 trucks registered, some 704 fewer than the Q3 2020 total, which itself was volatile due to the effects of the pandemic. It was also -9.8% on a particularly weak prepandemic total in 2019, which saw orders pulled forward into Q2 ahead of the introduction of new smart tachograph regulations. Despite the decline in Q3, performance for the year to date was still 25.3% higher than the pandemicimpacted 2020, with 27,272 vehicles registered in 2021. However, for context, this still falls short of the 2019 total by 24.3%, or 8,749 trucks. As would be expected given the overall performance, most segments saw their volumes decrease in Q3 compared to the same period in 2020, with articulated trucks falling by -13.4% and rigids by a more modest -5.0%. Tractors, which remain the most popular vehicle body type with 37.3% of the market, declined by -11.8%. On more positive note, dropside lorries and tippers segments saw growth, up by 20.4% and 11.0% respectively. Mike Hawes, SMMT Chief Executive, said: “With operators still struggling with acute driver shortages, and global shortages of semi-conductors restricting production, it is disappointing, yet unsurprising, to see the number of registrations fall in the third quarter. “The sector is also facing significant long-term challenges, with government confirming its ambition to end the sale of all non-zero emission HGVs by 2040.”
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TIP Trailer Services expands UK business As part of its global expansion programme, TIP Trailer Services has announced its latest acquisition in the UK, following the purchase of Steers Group, and its wholly owned subsidiary Eurotrail UK, for an undisclosed sum. TIP has acquired the shareholding of Eurotrail’s parent company, Steers Group. Following the change of ownership, TIP has also confirmed that members of Eurotrail’s management team will remain with the business, as too will key members of staff who have been crucial to the successful development of the business over the last 28 years. Announcing details of this latest acquisition, Bob Fast, President and CEO, TIP Trailer Services, said: “The acquisition of Eurotrail will support our asset diversification strategy with a growing focus on heavy
commercial vehicles, whilst complementing the existing offering from Grayrentals, TIP’s commercial vehicle hire business.” Bob continued: “In addition to being a well-established business within the contract hire sector, the acquisition will enable TIP/Grayrentals to work with new customers and support them with a wide range of commercial vehicle hire services.” The company currently operates a fleet of primarily HGV assets including specialised vehicle bodies, crane, hookloader and cement mixer trucks. “Globally, and within Europe, TIP has progressively increased its growth both organically and through acquisition. Eurotrail UK Ltd is joining the TIP family at an exciting time and we are looking forward to continuing the growth of the Eurotrail business here in the UK over the coming years,” said Bob Fast.
“Government decarbonising impossibly fast,” says RHA RHA has welcomed the Government’s pledge for zero-emission HGVs, but said the timescale must be realistic for all users – the whole vehicle life cycle must be central for the plan to work. Whilst the RHA welcomed the Government’s approach for zero-emission HGVs, it is concerned about the timing of phasing out some sizes of new trucks from 2035. The industry will play its part in decarbonising freight, and the Government’s announcement starts the process of creating the certainty hauliers need to start planning their vehicle replacement programmes. But firms need proper phasing in of new technology with realistic timescales that will meet the needs of all users. RHA has urged ministers to ensure that new diesel trucks are given a minimum use period of 15 years. RHA’s Managing Director of Policy and Public Affairs, Rod McKenzie, said: “We
©_KM.Photo/AdobeStock
support the Government’s aim to decarbonise but the pace may be impossibly fast. Care is needed to ensure that all markets are served and future disruption to the supply chains are avoided. “We would like the deadline extended for lorries over 18 tonnes by five years with support for hauliers in making the transition. “Proven alternatives to diesel for all uses, locations, ranges and the heaviest trucks don’t yet exist. It will require continuous review of the timeline over coming years to ensure a sustainable and successful transition to zero tailpipe lorries.”
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Ben launches Christmas Appeal
Government to carry out Driver CPC review
Ben, the automotive industry charity, has launched a new Christmas Appeal which aims to raise at least £500,000 to ensure it can support the record numbers of people calling on its services this year.
The government is carrying out a review of Driver Certificate of Professional Competence (CPC) to see how it can be improved to help ease HGV driver shortages.
Ben has seen a 147% increase in demand for support during 2021 as more people than ever before turn to the charity with issues ranging from mental and physical health to poverty, domestic abuse, homelessness and more. These issues are more urgent and more complex than ever before but with fundraising income still impacted by Covid19, Ben fears it will face the prospect of not being able to help everyone in need. With many of this year’s fundraising events having fallen victim to cancellation, the charity is asking businesses to pledge support for those industry colleagues and their families who may be struggling. Dealing with the after-effects Ben Chief Executive Zara Ross said: “While everyone continues to deal with the aftermath of COVID-19, it has been encouraging to see the positive bounce-back enjoyed by much of our industry this year. However, we know that many of our automotive family - the people our industry relies on – are struggling or in crisis as they continue to face life’s toughest challenges. “I am proud that together, through the pandemic, we have shown that whenever any member of our automotive family is struggling, we all rally to support them. The Christmas Appeal provides a tangible way that organisations can pledge their support and make a tangible difference.” Ben’s Director of Partnerships, Engagement & Income, Matt Wigginton
“With many of this year’s fundraising events having fallen victim to cancellation, the charity is asking businesses to pledge support for those industry colleagues and their families who may be struggling.”
added: “Twelve months ago, things were looking desperate. More people than ever contacted Ben for support, and we faced the terrible prospect of turning individuals away if we were unable to raise more money. We were so humbled and overwhelmed by the generosity of our industry, with businesses of all sizes pledging donations totalling £600,000 in just a few short weeks. “Without that support we would not have been able to support people when Ben was their last or only hope. However, the past few months have seen a significant increase in the number of calls for support once again. Despite strong business performance being reported, things are not getting better for many in our automotive family. Already this year we have helped 147% more people than last year, and 78% more than our previous record levels in 2019. “And with the continued cancellation of our fundraising events this year we urgently need to raise at least another £500,000 this Christmas to ensure we can help the growing numbers turning to us for support. How can you help? Ben’s Health & Wellbeing Director Rachel Clift concluded: “People are turning to Ben for support with more urgent and more complex issues than ever before. The good news is that we are continuing to make a significant difference in the lives of those people who reach out to us. This is testament to our tailored support and our exceptional team. But with fundraising income still impacted by Covid-19, we are once again facing the prospect of not being able to help everyone. “We hope that we can rely on the industry’s support for this campaign, and that organisations will feel able to make a gift to people in our automotive family who are facing the kind of challenges this Christmas that we hope we will never face ourselves.” Those wishing to contribute can pledge support by emailing pledge@ben.org.uk. To discuss further ways of supporting Ben, call Matt Wigginton, Director of Partnerships, Engagement & Income, on 07880 813051.
Scope of the review The review will explore whether: ■ different training requirements should apply for more seasoned drivers ■ the current requirement for 35 hours’ (five working days’) periodic training should be more evenly spread over the five-year period, advice is already to even it out ■ drivers new to Driver CPC should cover a specific range of topics ■ durations for each training course are rigid as they currently last a minimum of seven hours (or split into 3.5 hour session across two days) ■ the scope of Driver CPC including where it includes non-professional drivers ■ there should be more of an obligation for employers to support drivers with the cost of training ■ Driver CPC qualifications obtained in the EU should continue to be recognised in the UK for drivers moving to live and work here The need for the review The government continues to work with the industry to look at new ways to encourage vocational driver recruitment and retention to help tackle the driver shortage. Industry leaders have told the government that Driver CPC needs reform. Whilst Driver CPC aims to keep driving standards high, some drivers are left to pay for the training themselves and are not paid whilst attending their training course. The review will look at how it can be updated to reduce the burden on returning and new drivers, and ensure it does not act as a barrier to working in the sector whilst maintaining road safety standards.
DECEMBER 2021 CVW 7
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TECH TIPS
KTS TRUCK MADE ESI: PART 8 In part eight of this series, Bosch looks at the two levels of advanced mode, why they are important, and how to access this additional information.
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ithin ESI Truck, there are three levels of information: standard diagnostics content, Advanced Mode, and Advanced Mode (Trailer). The standard diagnostic content, which we have seen in the previous parts of ‘KTS Truck made ESI’, allows diagnosis on trucks, buses, and off-highway vehicles. But sometimes, under the Adjustments and Settings section, you may need to update the parameters of a specific system or component – such as recoding injectors. For this feature, you will need to activate Advanced Mode (Fig. 1). Bosch recommends setting this up when your ESI Truck is installed. The advanced mode password is specific to the KTS Truck module that you are using. To request this, simply fill in a form, which Bosch will provide, send it to the Bosch service team in Germany, and you will receive your four-digit password usually that same day.
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If you haven’t entered the password and you try to access this information, ESI Truck will prompt you to enter the password before it will allow you to access the information (Fig. 2). Once this has been entered and accepted, an additional note will appear at the top of the ESI Truck screen to show that you are in Advanced Mode (Fig. 3).
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8 CVW DECEMBER 2021
For trailer diagnostics, you will need to apply for Advanced Mode (Trailer) in order to change any parameters of the braking system. Diagnosis of the other systems is possible without this extra level of information. However, as the braking systems are such safety-critical components of the trailer, Bosch requires evidence in the form of training certificates that you are qualified to work on these systems. The password that is generated for Advanced Mode (Trailer) is technician specific, as it matches the training certificate which the Bosch service team has received to release the password (Fig. 4).
Now that you have seen all the information which ESI Truck has to offer, we will next look at how to save your work for future reference or to be able to share it with customers as a Protocol.
YOU CAN ACCESS THE PREVIOUS PARTS OF THIS ONGOING SERIES WHENEVER AND WHEREVER YOU WANT THANKS TO THE CVW MAGAZINE ARCHIVE ON OUR WEBSITE, WWW.RDR.LINK/VAH001
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STAYING COOL First Line discusses the importance of water pumps, their vital role in allowing engines to reach maximum performance, and the correct installation procedure.
Overuse of sealant
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f the engine in any vehicle overheats, the damage can be severe and the cost to repair that damage extremely high. It is therefore always essential to have a think about the causes of some of the problems that are related to the installation of water pumps and the consequences of not following best practice and the manufacturers installation guidelines. The water pump is a major component on every vehicle, and performs the vital role of circulating coolant around the cooling system to ensure the engine doesn’t overheat.
Installation guide Only use a small amount of silicone RTV when installing ‘Face fit’ Water Pumps. Using too much sealant may cause it to be squeezed out of the facing when the pump is installed. As a result, contamination in the dynamic seal pack or another part of the cooling system is likely, which can lead to pump leaks, overheating and premature failure. Where a water pump is supplied with a gasket by the OE dealers, First Line follows and the gasket material is the same specification.
Excess sealant
Always flush and clean the system before installing a new water pump to remove contaminates. Ensure that the correct specification and mix of new antifreeze and distilled water is used and that the whole procedure is in accordance with the manufacturer’s guidelines and intervals, especially when it comes to the correct bleeding process. Remember: Do not mix different types of Coolant. If the levels of corrosion inhibitors are too low because of insufficient antifreeze, a build-up of rust, lime scale or impurities may get into the dynamic seal pack. This compromises the surfaces, which causes the water pump to leak and fail.
Corrosion inhibitor
Finally, always check for incorrect drive belt tension or drive mis-alignment as well as an unbalanced or defective viscous coupling. The correct operation of coolant flanges, switches/sensors and radiator caps should also be checked. Check the whole system for leaks. A small amount of coolant may be emitted from the pump body vent hole during initial running, but this is perfectly normal
Inhibitor corrosion
and may be present during the ‘bedding-in’ of the ceramic and carbon seal faces inside the dynamic seal pack. Fitting a premium quality part initially, and by following the above advice, you will significantly reduce the amount of problems associated with carrying out cooling system repairs and maintenance, which not only saves a technician’s time, but can also ensure the customer’s satisfaction and therefore, returned business. First Line offers a comprehensive range of premium quality water pumps and with more than 800 references available, every pump is manufactured to meet or exceed Original Equipment quality specifications. To ensure a total commitment towards optimum performance, quality and safety all First Line Water Pumps are manufactured by carefully selected global partners at ISO accredited.
TO FIND OUT MORE ABOUT THE RANGE OF WATER PUMPS AVAILABLE WWW.RDR.LINK/VAH002
DECEMBER 2021 CVW 9
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TECH TIPS
GETTING AHEAD OF THE GAME As we enter the colder months, it is essential that technicians are aware of the full effects of the dropping temperatures. ZF explains why it’s essential to undertake axle checks in the workshop.
“W
ith a prolonged season of freeze-thaw conditions potentially in store, standing water can pose a real problem for axles, especially without proper preventive maintenance,” explains Wayne McCluskey, Technical Training Manager at ZF Aftermarket.
Breather system checks ZF mechanical axles are sealed against water splash, but they aren’t designed to have fording ability. Negotiating flooded roads or shallow fords can cause water to enter the axle, most commonly via the axle’s breather system, which is usually a flexible pipe that runs from the axle housing to a dry area of the chassis. The breather system may be overlooked during routine vehicle servicing – some technicians even admit to being uncertain about its function. Wayne suggests that checking that it is in undamaged condition, is clear of blockages and is correctly routed to a dry area should be considered as an important part of the maintenance schedule. He also recommends that the following items are regularly inspected:
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traversing floods or fords, but also during cleaning; these areas are not designed to withstand persistent, intensive water impact. Steam cleaning or pressure jetting in the vicinity of the breather pipe or sealing areas should be avoided on all axles for this reason.
Towing precautions Breather hose connection at axle casing
■ Ensure that breather hose connections,
such as the elbow adaptor where the hose joins the axle case, are intact and secure (Fig 1).
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Apart from exposure to standing water, it’s important to be aware of other less obvious water entry possibilities. If the vehicle needs to be towed, it’s common practice to disconnect one or preferably both of the half shafts, or the propshaft, to prevent transmission damage. If this is the case, always ensure that exposed output flange shafts are covered to protect them.
Diagnosing water ingress
Breather hose connection at axle casing
Water ingress is often only discovered during oil changes, although in some cases, the onset of rust may be evident at one of the half shaft flanges (Fig 3) or at the wheel bearing (Fig 4). Where this occurs, it will quickly compromise the ability of the
■ Check that the end of the breather hose is
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higher than the connection to the axle, and the hole where it enters the body cavity is sealed with silicone sealant (Fig 2).
■ Check that the breather hose is present,
undamaged and free of blockages. ZF typically specifies tubing of 6 to 8mm diameter, routed to avoid chafing and ending in a hollow space protected from dirt and spray water.
10 CVW DECEMBER 2021
Inspect axle seals Investigate any lubricant seepage from the hub and pinion seals, which would indicate that they are damaged or worn. The seals are vulnerable to water entry, not only when
Onset of corrosion at axle half shaft flange
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Onset of corrosion at wheel bearing
lubricants within the axle to provide corrosion protection and wear prevention. The axle will begin to corrode inside the axle case (Fig 5), with the resulting contamination causing pitting of the bearings and/or scuffing to the crown wheel and pinion or
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Severe corrosion on half shaft after prolonged exposure to water
the differential, accelerating wear. The first indication of such damage is usually noise, although axles have been known to lose drive or suffer bearing collapse without any prior warning signals. This indicates that the axle internals have suffered severe damage, with the inevitable result being a hefty repair bill. If water is suspected to have entered the axle, this should be brought to the immediate attention of the vehicle operator, with a recommendation that the oil be changed, or at least sampled in the first instance to check for contamination.
Oil sampling and lubricant replacement Oil sampling is an excellent way of monitoring axle condition to gauge potential lifespan, and can also provide early warning of the presence of water. While many operators regularly oil sample engines and gearboxes as part of their maintenance regime, the axle is often overlooked. If irregularities in the axle oil are detected, an oil change must be carried out. In this situation, it is essential to also check the grease filling in the hub carrier, in
the inner rings of the compact wheel bearing and in the flange shaft. When replacing lubricants, precautions should be taken to avoid introducing water during the operation. Drums of lubricant kept outside should be stored in a roofed area to prevent pollution with rainwater, and filling and transfer equipment should be checked for water contamination before use.
Lubricant specifications A ZF axle should always be serviced and maintained in accordance with both ZF’s and the individual vehicle manufacturer’s guidelines. Adhering to the correct oil specification and observing the replacement intervals is crucial for long and trouble-free axle life. Mineral oils typically need to be changed at 60,000 miles or yearly intervals – whichever occurs sooner – and hub greases generally need renewing every 500,000 miles or four years.
FOR MORE INFORMATION ON ZF AFTERMARKET’S AXLE OFFERING, WWW.RDR.LINK/VAH003
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BUSINESS & TRAINING
SAFETY FIRST
Emily Hardy, Marketing Director for Brigade Electronics, outlines how fleets can avoid compromising on driver safety, whilst preventing driver fatigue and distractions.
T
he shortage of HGV drivers in the UK has become a huge problem for fleet managers, affecting supply chains, retailers and, ultimately, the consumer. Exacerbated by the pandemic and the UK’s withdrawal from the EU, the recruitment crisis shows no sign of slowing. A bottleneck in the HGV driver testing system means there are not enough newly qualified drivers, while experienced truckers – including many EU nationals – are no longer working in the UK. Add to this an ageing workforce and little incentive for young drivers or females to join the industry and the perfect storm has been created.
The scale of the problem It’s estimated that the shortage of drivers will reach up to 100,000, with warnings that supplies could be severely affected throughout autumn and in the run-up to Christmas. Most recently, this shortage of drivers was partially responsible for the lack of fuel reaching filling stations, causing petrol stations across the UK to run dry and resulting in long queues at the pumps. In July 2021, the government announced
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temporary measures to address the issue, including an increase in the amount of legal driving hours per day from nine to 10. The move was welcomed by wholesale distributors, but condemned by others in the haulage industry, including the Road Haulage Association (RHA). “This is madness when the logistics industry has collectively and specifically advised against it,” comments RHA CEO Richard Burnett. “Loading more hours on to drivers that are already exhausted is not the answer – this will only push more to leave. It also risks road safety.” Safety is paramount for the industry and keeping on top of the relevant legislation is key for fleet operators, especially in the current climate where regulations are shifting to address the ongoing crisis. Rules for driver hours are complex and vary from country to country and region to region. If a haulage company decides to take advantage of the extra one hour daily driving allowance, they should notify the Department for Transport. Meticulous records must be kept to ensure hours are not extended further.
Steps to take During such difficult times for the industry, technology can come to the rescue and help fleet managers keep on top of the ever increasing workload. For example, Brigade has developed a remote fleet management system that has the ability to meet many of the challenges facing today’s haulage professionals. Fitting safety devices and vehicle CCTV to a fleet will also aid operators with attracting new recruits by providing additional peace of mind for drivers and allowing them to operate their vehicle with more confidence. Vehicle CCTV, such as Brigade’s mobile digital recording systems (MDR), allows fleet managers to live track vehicles, and provides numerous additional benefits for operators when linked to its 4G cloud service, BRIDGE.
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This includes location tracking so that managers can find their fleet anytime and anywhere, geo-fencing capabilities so managers can identify when vehicles are entering or leaving specific areas, and trigger warnings that instantly notify fleet managers of incidents. Drivers can also send an instant notification in the event of an emergency. Vehicle CCTV can also provide drivers and operators with an additional layer of safety and security by acting as a digital witness and providing irrefutable evidence in the event of an incident or false claims. Sadly, there is no magic wand to solve the current recruitment issues, but by finetuning operations, haulage companies will be better placed to sustain productivity over the difficult months ahead while protecting the safety of drivers and other road users.
What about driver fatigue? Operating large commercial vehicles takes a great deal of precision and skill. Drivers have to undertake rigorous training to ensure they can effectively manage and manoeuvre their lorries safely and proficiently. However, driving can also be highly pressurised with numerous demands placed on drivers, including working to tight deadlines, operating in confined spaces and travelling in difficult conditions, such as harsh weather or darkness. Drivers must also be able to concentrate for long periods and be prepared to work alone for lengthy stretches. There’s no doubt that working as a commercial driver is a demanding job and that safety is a top priority for fleet operators. However, driver fatigue and distractions can still cause serious hazards for drivers and other road users.
“Worldwide, it is estimated that between 10% and 20% of all road crashes are fatigue-related, while approximately 8% are caused by the driver being distracted.” Worldwide, it is estimated that between 10% and 20% of all road crashes are fatiguerelated, while approximately 8% are caused by the driver being distracted.
Eliminating blind spots While driver visibility can be aided by passive systems, such as mirrors and cameras, these still require driver input in order to spot objects or people. In the time it takes a driver to check mirrors and react, a vehicle could travel as far as 10 metres, even at speeds as low as 3 mph. If, for any reason, the driver is not looking at their mirror at a precise moment, because their concentration is elsewhere, then this can cause problems. A camera or mirror alone will not alert a driver should a person or object be in a blind spot. If the driver is not looking, they will not see that something is in the immediate vicinity of their vehicle. This is why vehicle safety systems that require a driver to take immediate action through the provision of audible alerts and warning sounds are crucial to maintaining the highest road safety standards. These active systems will notify a driver instantaneously when a vehicle or object is in their blind spot, ensuring a driver can react immediately and prevent a collision.
Preventing false alerts Ultrasonic detection systems have helped to save countless lives by warning the driver of moving and stationary objects nearby
and alerting vulnerable road users of a vehicle’s proximity. Cost-effective and reliable, the sensor systems are fitted to the sides, rear, and front of the vehicle to detect objects in blind spots, where cyclists or pedestrians can otherwise go undetected. Latest developments mean the sensors now offer predictive technology to gather detection data, such as the speed, direction and distance of a cyclist from the vehicle. This data is used to calculate the risk of collision, which significantly reduces the threat of false alarms, helping to prevent driver fatigue and increasing confidence in warning sounds.
Remote fleet management As well as supporting driver training, installing vehicle CCTV provides a range of other benefits. These include providing proof against insurance claims, providing protection for drivers who may have been wrongly accused as the cause of an incident, providing irrefutable evidence in the case of accidents and legal proceedings, and encouraging driver best practice, resulting in less vehicle damage and fewer accidents. Additionally, vehicle CCTV also helps to deter vandalism and offers peace of mind for passengers and drivers. While vehicle CCTV has been available for many years, improvements in functionality and usability, such as 4G connectivity, are paving the way for a rise in remote fleet management resulting in greater efficiency, reduced costs and enhanced safety for operators. For example, Brigade’s MDR with Bridge allows fleet managers to live track vehicles, geo-fencing capabilities so managers can identify when vehicles are entering or leaving specific areas and trigger warnings that instantly notify fleet managers of incidents. For drivers, they can also send an instant notification in the event of an emergency.
FOR MORE INFORMATION ON THE SOLUTIONS AVAILABLE FROM BRIGADE ELECTRONICS, WWW.RDR.LINK/VAH004
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SPECIAL REPORT
A SIMPLE SOLUTION Gregory Distribution discusses the challenges it faces following its recent acquisitions of two leading Scottish hauliers – ARR Craib and Pollock (Scotrans) – and how Freeway’s fleet management software helped in the transition.
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cquiring another company can pose particular challenges for those integrating the businesses. It’s likely that the workshop is managed differently, with different systems, procedures and suppliers. In the case of ARR Craib, it was fortunate that the company used the same Freeway workshop software making it relatively easy to import data for its 550 assets into a centralised Freeway asset repository. With Pollock (Scotrans), however, workshop software had yet to be introduced and management relied largely on spreadsheets. Although, adding the 400 additional assets proved relatively straightforward using specially configured templates. “Freeway provided us with some very intuitive data import templates, which facilitated the integration of assets, customers, suppliers and workshop parts,” says Damian Cass, Gregory’s Technology Service Delivery Manager. “As a result, integrating the workshop operations of both companies was a straightforward process from a technical perspective and workshop technicians
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embraced the change as the solution clearly improved working practices.” Gregory’s operations are now vast (the company also owns Hayton Coulthard), and there are over 4,200 road going assets. Freeway provides real time, 24/7 information for centralised management including compliance, purchasing and business analytics. As well as managing the fleet, the system is also increasingly being used as a central repository for managing other mechanical assets (MHE) across the company.
The problem solver Gregory has been working closely with Freeway to help streamline their engineering operations through automating processes to improve efficiency and productivity. The system is underpinning a switch to digital working and the biggest impact has been in eliminating laborious paperwork and data entry. “You can probably imagine the paperwork burden generated by over 60 workshop technicians with all their daily timesheets, job cards and inspection sheets. With direct
data entry onto the tablets we’ve eliminated thousands of man hours. And now we suddenly have complete visibility and realtime of everything to do with managing the fleet,” comments Gemma Morris, Gregory’s Business Support Shared Services Manager. Freeway’s software is already used across Gregory by up to 170 people; many simply access the system to view vehicle documentation but around 30 administrators and managers use Freeway through-out the day to access data relating to the fleet. Freeway is now used across six internal workshops and all workshop staff are equipped with rugged tablets as part of a paperless system that provides real-time visibility of fleet status, compliance and availability. The mobile devices replace paper
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inspection forms, time-sheets and job-cards and, through their tablets, the company’s 60 plus technicians also have immediate access to historic data for a vehicle such as previous defects fixed and parts used. “By using Freeway’s software nationally we have been able to very quickly standardise our approach to compliance and easily publish a daily report illustrating our company-wide position. The tablets have helped us further align everything by introducing a standard process for workshop work and reporting.” says Alan Worden, Group Technology and Contracts Director, Gregory Distribution. “With the roll out of tablets we now have a real-time element and that adds a new and important dimension to the system from a central management perspective. Freeway gives us one stop visibility of engineering activity and is helping minimise vehicle downtime,” Worden adds. “We can monitor and introduce best practices by comparing the performance of everything from people to workshops and suppliers, right across the business.” Gregory has been pioneering a new
“The mobile devices replace paper inspection forms, timesheets and job-cards and, through their tablets, the company’s 60 plus technicians also have immediate access to historic data for a vehicle such as previous defects fixed and parts used.” development with Freeway to enable a move from time-based to usage-based servicing. Kilometre ODO readings from Gregory’s Trutac tachograph system is being imported into Freeway. Part of an initiative called ‘dynamic oil changes’ Gregory can now adjust servicing schedules based on actual vehicle usage and better coordinated with other requirements such as defect rectifications, MOT’s and safety inspections. This will help to reduce unnecessary servicing costs and reduce vehicle downtime. Freeway’s software is also used to manage stores, parts and purchasing. Parts and part bins are QR coded and the system enables easy stock takes, stock auto-replenishment, and parts requisition. Again, the tablets are proving especially useful allowing
technicians on the job to directly issue parts and Gregory is excited about a new feature that allows staff to use their mobile device to directly scan and issue a part. With Gregory’s rapid growth and challenges resulting from acquiring other companies, the introduction of digital working and a centralised system was needed in order to benefit from economies of scale and improved productivity across all locations.
FOR MORE INFORMATION ON THE FLEET MANAGEMENT SOFTWARE AVAILABLE FROM FREEWAY, WWW.RDR.LINK/VAH005
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SPECIAL REPORT
DON’T SET TLE FOR
DOWNTIME L
arge fleets and passenger transportation services depend on daily smooth and reliable operations. Traditional maintenance approaches result in short-sighted recurrent reparation processes based on unreliable time or usage estimations. Regular vehicle breakdown, or replacing parts that still have a working life, became the norm whilst being widely accepted “as the cost of doing business”. The fact is that downtime leads to lost revenue, unhappy customers, and a damaged reputation. Stratio’s predictive maintenance augmented intelligence tools prevent hundreds of thousands of breakdowns from happening every day, thus saving millions of people from the hassle of public transportation delays, postponed deliveries, or late arrival of essential goods. By providing a real-time view on potential electric, mechanical, and system failures, Stratio offers a zero-downtime solution to businesses where costs can quickly mount while service quality dramatically decreases affecting transportation services on which people rely. The work, developed together with
There is a better alternative to accepting downtime as a part of routine maintenance and repair; Stratio details its predictive maintenance solution that does away with regular vehicle breakdowns. customers from the cargo and passenger transportation industries, has enabled Stratio to understand the most frequently experienced problems these teams face on a daily basis, leading to a market-fit product that answers to the fleet operators’ real life problems. The Stratio platform is the only solution on the market that uses artificial intelligence to support teams from key areas of fleet operators' businesses, from maintenance and traffic managers to workshop personnel and drivers. The result is a combination of three modules (Maintenance, Operations and Ecodriving) in a single multifunctional platform with features that allow managers to focus their attention on being more efficient, reducing costs and increasing productivity, thus ensuring higher levels of vehicle uptime.
The Maintenance solution uses AI to anticipate the detection of anomalies and possible breakdowns in the main components of the vehicles, perform remote vehicle diagnostics, configure fault code alerts based on the severity of the failure and send alerts in real time, in addition to the creation of automated and remotely controlled maintenance plans. Real-time alerts and automated reports about potential failures, parts wear and tear, provide a magnified look that leads to better planning and better decisions. The Operations solution ensures the effective tracking of vehicles and access to intelligent maps with detailed information about each route, share vehicle location, direct communication with an app for drivers, geofencing, among many others. The Ecodriving solution was designed for multibrand fleets to train drivers to spend as little fuel as possible. It uses the same calculation method for all brands, without double criteria and analyses driving behaviour in an accurate and fair way. In order to make the most of the solution, a Stratio Databox (data logger) is installed to allow access to vehicle data. It is a certified equipment prepared to work with AI data, with multiple capabilities, which allows the processing of high quality data and a seamless integration with vehicles of all brands, models and ages.
FOR MORE INFORMATION, WWW.RDR.LINK/VAH006
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EMISSIONS
Eminox discusses the range of measures being introduced to combat climate change and the ways in which operators can ensure they comply with them.
ENSURING EMISSIONS COMPLIANCE
T
he recent COP26 summit in Glasgow has increased the focus on moving to a zero carbon future. This shift includes reducing heavy-duty vehicle emissions, particularly in urban areas, to lower pollution, improve air quality and safeguard the environment. As part of this cities across the UK are introducing Clean Air Zones (CAZ) and Low Emission Zones (LEZ), bringing tighter standards for emissions around nitrogen oxides (NOx) and particulate matter (PM) – and charging non-compliant vehicles.
The rise of Clean Air Zones Portsmouth is the latest city to launch a CAZ, starting on 29th November 2021, with heavy goods vehicles that don’t meet the Euro VI emissions standards being charged £50 per day to enter its zone. Portsmouth joins the likes of Bath, Birmingham, Oxford, and London in bringing in tighter standards, with Transport for Greater Manchester introducing a CAZ for Greater Manchester from 30th May 2022. The health benefits are clear – a study commissioned by the Greater London Authority found that its Ultra Low Emission Zone (ULEZ) will save the NHS £4.17 billion by 2050 by reducing air pollution-related diseases by nearly 30%.
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Ensuring cost-effective compliance The newest commercial diesel vehicles that meet the Euro VI emissions regulations are normally exempt from CAZ charges. However, operators of older trucks, buses and coaches that may still have many years of operating life ahead of them will need to pay, adding substantially to operating costs. Alternatively, they will be forced to juggle their fleets, only using non-compliant vehicles outside Clean Air Zones, adding another level of complexity to route planning. Replacing these vehicles is simply not cost-effective, particularly with many companies still coping with the financial
“A study commissioned by the Greater London Authority found that its Ultra Low Emission Zone (ULEZ) will save the NHS £4.17 billion by 2050 by reducing air pollution-related diseases by nearly 30%.”
impact of the pandemic and lockdowns. The answer is to retrofit emissions control technology to these existing vehicles, prolonging their life, boosting their value, ensuring compliance and reducing pollution. By fitting an approved exhaust aftertreatment system (EATS) to an older vehicle operators can achieve Euro VI equivalent emissions standards. Retrofit removes the need to make immediate major investments in new vehicles or be forced to wait for their delivery. Your vehicle is quickly back on the road, with fitting requiring minimal downtime. In fact, on average, 10-15 heavy duty diesel vehicles can be retrofitted for the price of buying a new one.
Working together to ensure compliance When choosing a retrofit solution, it is vital to invest in an approved, high quality solution.
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To ensure compliance, your Euro VI retrofit EATS must be certified by the governmentbacked Clean Vehicle Retrofit Accreditation Scheme (CVRAS), run by the Energy Saving Trust. Certification involves a comprehensive independent testing programme before manufacturers receive approval for their emissions reduction system, which is specific to vehicle/engine combinations. For over 42 years, Eminox has been designing and manufacturing high-quality emissions control systems, for both the retrofit and automotive Original Equipment Manufacturer (OEM) market. It was first to market with CVRAS approved systems for buses, coaches, trucks and refuse collection vehicles and supplies emissions reduction technology to leading OEMs including Iveco and Volvo. Altogether over 85,000 Eminox solutions have been sold and distributed around the world, making it the most widely used retrofit emissions control system globally. The company has worked on key projects such as the £86 million Transport for London (TfL) project to upgrade 5,000 buses to Euro VI equivalent standards, as well as the Scottish Government’s Bus Emission Abatement Retrofit (BEAR) Fund. Over the last 10 years, Eminox’s retrofit solutions have prevented over 25,000 tonnes of NOx from entering the atmosphere, which is a cost of society public health saving of £631 million.
Focused on the customer Through its experience, Eminox has built a strong understanding of the complexity of designing and manufacturing retrofit systems that meet the stringent real-world demands that fleet operators have. Consequently, its EMx E6 technology has been shown to reduce PM, NOx, NO2, CO and hydrocarbons by up to 99%, even at the low operating temperatures that many vehicles running in urban areas face. Quality is central to Eminox solutions. The company has invested heavily in UK design, manufacturing, and support facilities to
deliver a seamless solution to customers. All Eminox exhaust aftertreatment systems are designed and manufactured at its Lincolnshire headquarters. This end-to-end approach continues across the lifetime of retrofit solutions. Eminox’s in-house team has deep experience in supporting large national fleets to maintain peak efficiency, and provides tailored aftersales support to ensure operators continue to receive the best results from their retrofit exhaust aftertreatment system. Operators understand the regulatory and ethical need to move towards a net zero future, but also have to preserve their existing investments in high-value vehicles. Through Eminox’s high-quality, cost-effective and CVRASapproved retrofit solutions they can achieve both objectives, reducing emissions and improving air quality while removing the need to scrap existing vehicles.
FOR MORE INFORMATION ON HOW EMINOX CAN ASSIST YOU TO ENSURE COMPLIANCE, WWW.RDR.LINK/VAH007
DECEMBER 2021 CVW 19
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©Kara/AdobeStock
EMISSIONS
CR ACKING DOWN ON
EMISSIONS CHEATS Three years have passed since the Driver and Vehicle Standards Agency (DVSA) ramped up its efforts to routinely check HGVs at the roadside for emissions cheat devices. CVW finds out the latest news from the nationwide crackdown.
O
n 1st September 2018, the DVSA enforcement staff across Great Britain began checking HGVs for emissions cheat devices. Cheat devices mean a vehicle can produce up to 20 times more dangerous emissions than those without such devices. To go into slightly further detail, emissions cheat devices are used to allow a vehicle to run without a working AdBlue system. As you will no doubt be aware, AdBlue is used to break harmful emissions down into simple oxygen and nitrogen, rendering them harmless. A working AdBlue system has the potential to cut a vehicle’s harmful emissions by as much as 95%. The national rollout of checks followed a successful year-long pilot. During the pilot, DVSA enforcement staff caught 449 emission cheats at five sites across the country. Of the 8,861 vehicles inspected from Great Britain and Northern Ireland, 299 emulators (3.44%) were discovered, and of 12,125 overseas vehicles, 150
20 CVW DECEMBER 2021
emulators (1.24%) were found. Staff taking part in the pilot also continued to search for other mechanical faults and traffic offences as part of their normal enforcement activities. Added to this, DVSA staff found a further 32 emulators as a result of other inspections during the pilot period. This remains a problem today as, from April to November 2021, DVSA has found 316 HGV emissions prohibition defects, so it is still very much a cause for concern. Gareth Llewellyn, DVSA Chief Executive,
“This remains a problem today as, from April to November 2021, DVSA has found 316 HGV emissions prohibition defects, so it is still very much a cause for concern.”
said: “The DVSA’s priority is protecting the public from unsafe drivers and vehicles. A vehicle doesn’t have to be falling apart to be unsafe – any driver or operator who uses cheat devices to get around emissions rules is putting the health of the entire nation at risk. The DVSA will take the strongest possible action against anyone who tries to cheat emissions rules.”
Effect on public health Poor air quality is the largest environmental risk to public health in the UK. It’s known to have more severe effects on vulnerable groups, for example, the elderly, children, and people already suffering from preexisting lung and heart conditions. Here are just some of the conditions caused or made worse by air pollution: ■ ■ ■ ■
Asthma Chronic bronchitis Chronic heart disease Strokes
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ck
Penalties for using a cheat device Drivers caught with an emissions cheat device or a faulty emissions control system have 10 days to remove the device and repair their emissions system. If they continue to use a device or fail to repair the system, they can be fined £300 and have their vehicle taken off the road. The DVSA will then carry out a follow-up investigation with the operator. After this, the agency can refer its findings to the Traffic Commissioners for Great Britain, who have the power to strip a company of its licence to operate. Unfortunately, cheat devices are just one of the ways used to cut corners and reduce the cost of operating at the expense of emission output levels. Below is a selection of alternatives that some businesses have been caught doing: ■ Using devices designed to stop emissions control systems from working ■ Removing the diesel particulate filter or trap ■ Using cheap, fake emission reduction devices or diesel exhaust fluid ■ Using illegal engine modifications that result in excessive emissions ■ Removing or bypassing the exhaust gas recirculation valve Dave Wood, DVSA Enforcement Policy Manager, concluded: “After strategic locations were carefully chosen for an AdBlue enforcement trial, a hugely successful pilot took around 500 AdBlue emulators off the road. Following this success, the scheme was rolled out across the country. We are now finding fewer emulators, which is partly due to this operation removing them, and partly due to operators heeding the warning that AdBlue emulators are not acceptable. “The DVSA will continue to target those who put the nation’s health at risk by cheating their emissions.”
YOU CAN REPORT A DRIVER OR VEHICLE OPERATOR IF YOU SUSPECT THEY’RE USING AN EMISSIONS CHEAT DEVICE BY CONTACTING THE DVSA CUSTOMER SERVICE CENTRE VIA THIS EMAIL ADDRESS: ENQUIRIES@DVSA.GOV.UK
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EMISSIONS
EGR VALVE PROBLEMS Nissens highlights how to tackle EGR valve problems on prominent TDI applications.
T
he exhaust gas recirculation (EGR) valve is an integral part of a vehicle’s exhaust emission control system, influencing the operation of the engine and its combustion process. Failure, malfunction, or removal of the EGR valve will cause the engine not to operate properly. Furthermore, valve failure can provoke faults in the exhaust emission control and cause severe failures of related devices such as the diesel particulate filter, catalytic converter, or turbocharger. In addition, impaired performance of the vehicle’s exhaust emission system will seriously affect the environment and may breach regulated emissions levels.
The problem
The Nissens solution
The EGR valve used in multiple VAG diesel light commercial vehicle applications utilising the 1.4, 1.6, and 2.0-litre TDI units can be particularly problematic, as it is especially susceptible to heat and vibration, as well as excessive engine load. Naturally, the faulty valve has to be replaced because its failure will impair the function of the entire exhaust emissions system, so affecting the engine's proper operation. However, as the issues are largely due to the design of the original part, workshops must be aware that these malfunctions can occur both in the original, and a replacement part.
Optimised gearbox design – recognising the problems associated with heat and lubrication, the Nissens team significantly reduced tolerance and therefore friction by applying specific PTFE, high-temperature resistant grease. Furthermore, the plastic material of the gear wheels in the two-stage gearbox has been upgraded.
Common signs of EGR valve malfunction ■ Engine check control lighting on the dashboard ■ ECU setting the engine into limp mode ■ Reduced engine power ■ Significant changes in fuel consumption ■ Engine emitting pinging and knocking sounds ■ Rough, uneven idling ■ Stalling and hesitation during acceleration ■ Exhaust gases escaping within the engine compartment
Safety By their very nature, EGR valves are generally located in the engine compartment and close to heat-generating components, so they can get very hot. Technicians should therefore be mindful of the danger before starting diagnostic and replacement procedures and make sure the vehicle has cooled down to a safe temperature before undertaking the work.
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Improved design of the valve stem – to avoid the known, severe malfunction of the valve caused by the engine load and vibrations, Nissens improved the valve's stem and lever arm fixings by applying a unique design of spiral pin. DC-motor design upgrade – the motor's bearing system has also been improved to ensure its flawless operation and long service life, despite the vibrations and frequent temperature changes it has to deal with.
The testing process
Fortunately, the Nissens Efficiency & Emissions division has stepped in to provide a solution to the problem by addressing the issues that contribute to the value’s premature failure and ensuring its proper function and long lifespan, despite exposure to the harsh working conditions it has to deal with. By applying several design improvements over the original and proving them over a series of comprehensive tests, the Nissens team has developed a durable replacement part that performs to the standards defined by the vehicle manufacturer and, therefore, provides the aftermarket with a competitive, genuine Nissens quality solution.
The value of these improvements is proven by the redesigned valve undergoing a comprehensive validation procedure to secure its full functionality over its lifespan. Naturally, these tests include complete EGR valve operation and sensor feedback signal, under temperatures simulating conditions in the operational engine compartment, but also cooler performance for NOx emissions reduction, according to the EU5 norm, as well as the cooler bypass function for cold start. Finally, the valve undergoes a comprehensive corrosion test.
FOR MORE INFORMATION ON HOW TO FIT EGR VALVES, WWW.RDR.LINK/VAH009
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A COLL ABORATIVE APPROACH Yorkshire-based Pelican Engineering discusses its network for zero emission bus and coach operators designed to support best practice as the sector transitions to greener transport.
P
elican, which has exclusive supply of the world-leading Yutong zero emission bus and coach models in the UK, launched the group – known as ‘Team Zero’ – at an event in Glasgow ahead of COP26, where it has the largest concentration of zero emission passenger vehicles in operation at the climate conference. Attended by directors of both Yutong and Pelican Engineering as well as representatives of eight leading operators, the event demonstrated the importance of cooperation between vehicle manufacturers and operators. Head of Yutong Bus UK at Pelican Ian Downie comments: “We have been working on developing a collaborative platform for our zero emission passenger vehicle customers for some time. The network will bring together our customers across England, Wales, and Scotland with the intention of supporting their move to clean passenger transport technology. “As well as providing a forum for bus and coach operators to learn from one another, we also plan to provide ongoing updates and host a series of informative workshops to keep customers abreast of the
latest developments and promote best practice throughout the industry.” One of Pelican’s Team Zero members is McGill’s in Glasgow, the UK’s largest independent bus operator. As part of McGill’s ongoing investment into clean technology, Pelican fitted-out and commissioned its biggest-ever order of zero emission electric Pelican Yutong buses with the delivery of 55 buses ahead of the COP26 climate change conference. Despite global supply chain disruption affecting so many sectors over the last few months, the full fleet of zero-emission vehicles supplied by Pelican was delivered on schedule in October for service on routes around the city and in Renfrewshire. After the initial vehicle was delivered in July, the
balance of the 54 vehicles was completed in less than seven weeks. Pelican’s technicians undertook the full commissioning of the buses, from fitting customer-specific seats to carrying out high voltage and EV checks and battery maintenance to ensure the vehicles were ready for service. The vehicles completed the 240-mile trip from Pelican’s workshops in Castleford using only 60% of the battery capacity, and after a complete safety inspection, entered into service the day after delivery. McGill’s, which is owned by the Easdale family, chose the Yutong E12 electric bus model as it is zero emission at the point of use, bringing benefits to air quality and the environment. The vehicle has also been designed to deliver high levels of customer and driver comfort, including minimal noise. Now the largest bus manufacturer in the world with 16% of the global market, Yutong has been supplying third generation family business Pelican exclusively in the UK for the last five years. Richard Crump, Managing Director of Pelican Engineering, comments: “As a company with a 100-year-plus history, we pride ourselves on leading the way in the transport sector and embracing the latest technology in order to offer customers the very best vehicles on the market. By the end of 2021, we will have 200 Yutong electric vehicles in service in the UK and are proud to be supporting the industry’s transition to zero emission buses.”
FOR MORE INFORMATION ON PELICAN ENGINEERING, WWW.RDR.LINK/VAH010
DECEMBER 2021 CVW 23
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EMISSIONS
CORREC TING AN AF TERTREATMENT FAULT Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an aftertreatment fault on a Scania R440 E6.
E
clipse is the largest supplier of multi-brand diagnostic products in the Commercial Vehicle aftermarket, with their innovative Eclipse Testpad Extreme Pro running Jaltest software helping many businesses to improve vehicle and machinery performance. There are more than 3,000 Eclipse Jaltest packages in use covering a wide range of commercial vehicles at customer locations both in the UK and internationally. Identifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all aspects of the vehicles including trailer units. This increasing technology imbedded in vehicles means that users are having to adopt increasingly sophisticated equipment to enable their engineers to maintain performance and effectiveness in the workshops and when out on remote call-outs. The Eclipse Jaltest package has all the requirements to address the technological advances and as an example, the analysis of a Scania R440 E6 model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.
The problem A Scania R440 E6 has an EEC 3 (Exhaust gas treatment system) warning light on the instrument panel and has failed to clear as well as putting the vehicle into a torque reduction mode. As a result of this, the vehicle has had to be recovered to the
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workshop so that the engineers can use the diagnostic equipment to identify and rectify the fault within the vehicle.
Initial assessment The engineer will firstly make an initial diagnosis of the vehicles exhaust gas treatment system checking for any logged faults weather they are present or historic in the diagnostic memory, these may be able to assist us with the cause of the exhaust gas treatment fault. There is two active fault codes present in the exhaust gas treatment system which are 4684 and 11180. The former is referring to a fault with the Ad-Blue dosing unit temperature sensor and the latter is referring to an information code for the NOx control. The fault code 4684 could be due to the temperature sensor itself being defective which is internal to the dosing valve so the complete unit would have to be replaced or it could be due to the wiring for the temperature sensor.
Jaltest analysis The Jaltest software can take the fault analysis on the vehicle right down to the component as well as being able to show the necessary wiring diagrams, operation diagrams and measurements for the specific vehicle. So, in this case, the engineer can firstly check the temperature sensor via the operation diagram to ensure the location of it, the engineer will then be able to check the wiring for the temperature sensor by looking at the wiring diagram on the Jaltest and be able to know what pins they will need to test and check that the wiring is giving off the correct voltages and resistances and checking for any brakes, the engineer can also check the temperature sensor reading through the live measurements.
Correcting the fault First of all, the engineer will check the measurement of the temperature sensor looking to see if it is reading, the engineer will then us the Jaltest wiring diagram to check the wiring from the Ad-Blue ECU to the temperature sensor checking for any breaks in the wires or corrosion on the plug, if the wiring is non-defective, then the engineer would have to replace the dosing valve unit. In this instance, the temperature sensor itself was defective so the engineer had to replace the dosing valve unit. Once replaced, the engineer will then clear down the fault codes in the system but the fault code 11180 would stay as a non-active as this is a long-
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term fault code and will stay in the ECU memory for 400 days and then clear. If this was the first time that the engineer had carried out the procedure, then the industry leading Eclipse Vehicle Technical Support service is available to assist. This unique service is offered by Eclipse to all customers and can either assist the engineer in the problem-solving process or utilise the remote assistance service. Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software which allows the Eclipse Technical Support team to remotely access the customers Eclipse Testpad Extreme Pro PC via internet. The team, with the customer’s agreement, can access the customer Testpad and assist with vehicle related support. This service allows the Eclipse Specialist to virtually sit next to the customer and see what the customer can see on screen, whilst taking control.
A range of features and services are available including a comprehensive training package which also includes full training programmes held at the Eclipse Training Centre and cover from the Technical Support Service. The Technical Support Service is a key part of the overall Eclipse package and together with Jaltest and the Eclipse Testpad Extreme+ sets them apart from others, helping to ensure that they remain the leading supplier of true multi-brand diagnostic software for all commercial vehicles.
Eclipse looks after its customers Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased and throughout its life. That support begins with the software which is updated three times a year to reflect new models and more information as it becomes available and continues with the Eclipse support services.
FOR MORE INFORMATION ON ECLIPSE DIAGNOSTICS’ JALTEST AND ITS TECHNICAL SUPPORT SERVICE AND HOW IT CAN HELP WORKSHOPS, WWW.RDR.LINK/VAH011
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LIGHT COMMERCIAL VEHICLES
V W TRANSPORTER T5
CLUTCH REPL ACEMENT Alastair Mason replaces the clutch assembly and dual mass flywheel on a 2012, 2.0 TDI Volkswagen Transport T5 that has covered 134,000 miles.
T
he customer had noticed “clutch slip” and a short road test confirmed the problem, so a clutch replacement was advised. The Volkswagen Transporter is a very popular vehicle, seen regularly on today’s roads, campsites and coastal areas, so the likelihood of one visiting an independent workshop for repair is high. With a book time of 4.7 hours, full instruction available through Schaeffler’s REPXPERT workshop information website and only a small investment in workshop equipment, this is a profitable repair for any workshop.
Workshop equipment ■ ■ ■ ■
Vehicle lift (two post is ideal) Engine support Gearbox jack Clutch alignment tool
Gearbox removal Although 99% of the work to remove the gearbox is carried out from the underside of the vehicle, start by opening the bonnet
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and, for safety reasons, disconnect the negative battery lead and then remove the gear linkage cables from the gearbox. The first job to carry out on the underside of the vehicle is to remove the front sub-frame, so raise the vehicle lift to waist height, remove both front wheels, disconnect the anti-roll bar from the front sub-frame (Fig. 1), remove the steering rack retaining bolts from the front sub-frame and secure the steering rack in position (Fig. 2), then disconnect both bottom ball joints from the hub carriers (Fig. 3), remove
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the exhaust front pipe mounting from the sub-frame and disconnect the front and rear engine mountings. The sub-frame is now ready to be removed, so support the sub-frame with a gearbox jack, remove the sub-frame mounting bolts, lower the gearbox jack and remove the sub-frame. Now, with good access for the gearbox removal, remove the inner driveshaft flange bolts on the N/S driveshaft, disconnect the driveshaft from the gearbox and secure the driveshaft away from the gearbox.
���
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��� On the O/S driveshaft, disconnect the centre bearing (Fig. 4), pull the hub assembly out and disconnect the driveshaft. Remove the exhaust bracket that is above the O/S driveshaft and then remove the rear bell housing bolts, as well as the starter motor and the front bell housing bolts, but leave one accessible to support the gearbox. Support the gearbox using a gearbox jack and support the engine using either a second gearbox jack, or suitable support system, and remove the gearbox mounting bolts (Fig. 5), lowering the engine and gearbox slightly to aid removal. This now provides good access to the top of the gearbox to remove the clutch slave cylinder retaining bolts and pipe bracket, then remove the gear linkage cable bracket and cables and the top bell housing bolts. Remove the final bolt, ease the gearbox away from the engine, and when clear from the clutch, lower the gearbox and move it away from the vehicle.
Clutch replacement Remove the nine clutch cover bolts, then the cover, followed by the plate. The dual mass flywheel can then be tested for wear and in this instance, it was replaced following the customer’s request. Test information and specifications are available on Schaeffler’s REPXPERT website or on the REPXPERT app. Check the back of the engine for any oil or coolant leaks that could contaminate the new clutch assembly and rectify if required. Always remove any clutch dust from the back of the engine using clutch and brake dust cleaner, and degrease the new flywheel at this point. Attention now turns to the bell housing and clutch release system. Remove the release arm and bearing from the gearbox and remove the clutch dust from the bell housing using clutch and brake dust
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“Installation is in reverse order of removal, but remember to torque all bolts to the manufacturer’s specifications where stated.” clutch cover/pressure plate on the alignment dowels. Mount the self-adjusting clutch tool and then ease the clutch into the home position (Fig. 7), insert the six clutch bolts and tighten. Remove the tool and fit the remaining three clutch bolts and tighten, then, torque the clutch bolts to the manufacturer’s specification.
��� cleaner. Inspect the release bearing guide tube, release arm and also the release arm pivot point for any wear and replace if required. In this instance, wear was noticed on the pivot point and this was therefore replaced accordingly (Fig. 6). Now re-fit the release arm with the new release bearing attached, applying a light smear of high melting point grease to the pivot points; the release bearing however does not require any lubrication, as it is nylon running on metal. Now apply a light smear of high melting point grease to the input shaft splines and mount the clutch plate, this will evenly distribute the grease and confirm correct fitment, then remove the clutch plate and wipe off any excess grease. We now need to mount the clutch. As this is a self-adjusting clutch, identified by the three small yellow springs in the clutch cover, it is strongly advised that a self-adjusting clutch tool is used to mount the clutch. First, align the clutch plate using the clutch alignment tool and position the
Gearbox installation With the clutch replaced, check that the gearbox alignment dowels are positioned correctly in the engine block and that all components and wiring are clear of the bellhousing area, so not to interfere with the gearbox installation. Position the gearbox on the gearbox jack, ease onto the clutch and then onto the alignment dowels. When the gearbox is in position, secure with two easily accessible bell housing bolts. Installation is in reverse order of removal, but remember to torque all bolts to the manufacturer’s specifications where stated, and reset electrical units where required. Finally, on completion of the job, always carry out a full road test to confirm a quality repair.
FOR MORE INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES, AND MUCH MORE, CALL THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037, USE THE REPXPERT APP, OR WWW.RDR.LINK/VAH012
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LIGHT COMMERCIAL VEHICLES
ON THE
WEB
Gates details its series of webinars that strive to keep fleet engineers and workshop managers abreast of all the latest opportunities to control the service, maintenance, and repair of their light commercial vehicles.
D
elegates to the recent Fuel Line Solutions webinar from Gates heard that, when individual quick connectors and parts of Molded Fuel Line Hose assemblies are disconnected (for example, in order to carry out maintenance on adjacent parts), it can create potential premature parts failures. However, they also learned about an alternative source of replacement parts than more conventional OE supply routes.
these units during routine maintenance. This is because over time, the OE connectors become brittle through exposure to high temperatures. The seals on the connectors are often damaged as a result of an incorrect disconnection procedure. Statistics show that the Ford Transit, Mercedes Sprinter, and Renault Trafic are typical examples from the light commercial vehicle parc that require extra attention in order to avoid future problems.
Fuel line evolution
Avoidable errors
Most of the latest light commercials that are equipped with internal combustion engines have integral Moulded Fuel Line Hose assemblies. These have been designed for eventual replacement as single units from an OE source. Typically, the replacement procedures involved are not complex and little technical support is required. What workshops do need is guidance that relates to the disconnection and reconnection of
In each of these cases, irreparable damage to the quick connectors takes place as a direct result of first pulling the fuel line, then releasing any one of the connectors. The correct procedure is to release all of the quick connectors first, before attempting to remove the Molded Fuel Hose assembly unit. This simple adjustment to the procedure is an avoidable error that eliminates the transfer of any stress from the assembly unit on to the quick connectors, which may crack and subsequently fail during either the disconnection or reconnection procedure.
Cooling system developments A forthcoming webinar from Gates will look at Cooling Systems and Critical Solutions. Most modern cooling systems feature application-specific Modular Cooling Hoses. These are cooling hose assemblies with one or more components that branch off at a variety of angles in order to accommodate engine design and the constraints of space inside the compartment. These branches often include sensors and always feature quick connectors, o-rings,
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retaining clips and seals. As with fuel line assembly units, these cooling system assemblies are designed for eventual replacement as single units from an OE source. And like fuel systems assemblies, common failures are often related to internal temperatures, vibration and damage during routine maintenance procedures. Typical failures in the light commercial parc include Ford Transit, Fiat Ducato, and Peugeot Boxer.
Game-changing opportunities As well as delivering solutions to maintenance problems such as fuel systems and cooling systems, fleet engineers and workshop managers are realising that Gates has some new OE quality product ranges that can provide better ways to control SMR costs. When it comes to Molded Fuel Line Hose assembly units and Modular Cooling Hoses, Gates provides one of the few
alternative sources to the conventional and more expensive OE supply route. In 2021 alone, 60 new part numbers were added to the range. These include references for light commercials such as the aforementioned Ford and Citroen models, as well as other light commercials such as Citroen Berlingo and Peugeot Expert. The total number of part numbers in the range that’s currently available in the UK is now 220. On the cooling system side, Gates has added 330 Modular Cooling Hose part numbers this year, among them parts for light commercials manufactured by Ford, Mercedes-Benz and Renault included in a total range of nearly 3,000.
The realisation that significant parts ranges for fuel and cooling systems assembly units are no longer ‘Dealer Only’ items and that they are supplied by Gates, a hose manufacturer and a supplier with an established OE pedigree, is an SMR game-changer for many end-users. It means these parts can be reliably sourced with confidence at more competitive prices from a supplier that enjoys a preferred supplier status for various systems, and on vehicles built by a wide range of manufacturers of cars, trucks, and buses.
FOR FREE ACCESS TO A WIDE RANGE OF TECHNICAL INFORMATION FROM GATES, INCLUDING VIDEOS, TECH TIPS, AND DATA SHEETS, WWW.RDR.LINK/VAH013
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LIGHT COMMERCIAL VEHICLES
TIMING BELT KIT INSTALL ATION Dayco runs us through its guide to replacing both the timing belt and auxiliary drive system in the 2.3-litre diesel engine used in both the Fiat Ducato and Iveco Daily.
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30 CVW DECEMBER 2021
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he 2.3-litre diesel engine used in the popular Fiat Ducato since 2002 and the equivalent Daily produced by Iveco, is fitted with a Dayco High Tenacity (HT) or ‘white’ timing belt as the original equipment component. As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommends that all the systems’ components – timing and auxiliary drive – be replaced at the same time.
Installation guide This step-by-step technical guide will help technicians through the process, to avoid complications and ensure a first-rate job. As with all primary drive system jobs, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours. From under the vehicle, remove the case to expose the air conditioning compressor and outer auxiliary belt, followed by the cowling under the right-hand wing to gain access to and remove the belt. By using a spanner on the automatic tensioner to reduce the tension on the inner auxiliary belt (Fig. 1), remove the belt, then the tensioner and the idler, followed by the crankshaft pulley, which is secured by four bolts. Remove the valve cover on top of the engine and, in order to move them out of the way, detach the coolant and steering fluid reservoirs from the bracket and then remove the bracket to access the top engine mount. Suitably support the engine from below and remove the top mount and then the plastic timing belt cover to expose the timing drive system. To aid the removal of the existing timing belt, remove the front right headlamp unit and then insert the crankshaft timing tool into the hole adjacent to the crankshaft pulley (Fig. 2) and the two camshaft timing tools through the holes in the top of the valve cover. Secure the camshaft pulley with the appropriate tool and slacken the pulley bolt, which while remaining centred should allow the pulley to rotate on the camshaft end. Slacken the tensioner bolt and remove the belt, followed by the tensioner and the toothed idler. Replace the old toothed idler
with the new one in the Dayco KTB339 kit and tighten the bolt to 35Nm of torque, then install, but do not tighten, the new tensioner. Secure the camshaft pulley with a 5mm Ø pin and fit the new HT belt with the timing mark on its back aligned to the timing mark on the camshaft pulley and following the direction of rotation arrows, leaving the slack side of the belt facing the tensioner. Then remove the camshaft pin and, using an Allen key, rotate the tensioner so that the small red dot is in the position shown (Fig. 3) and temporarily fasten the tensioner. Again using the appropriate tool, tighten the camshaft pulley to 90Nm of torque and then remove the crankshaft and camshaft timing tools and rotate the engine eight complete rotations and reinsert the timing tools.
“Dayco recommends that all the systems’ components – timing and auxiliary drive – be replaced at the same time.” Rotate the tensioner so that the small red dot is positioned in the secondary position (Fig. 4) and tighten the fastening bolt to 35Nm of torque. Remove the timing tools, rotate the engine another two complete rotations and check that the timing tools can be reinserted, which will ensure that the valve timing is correct. Naturally repeat the process should the tools fail to locate correctly. Once the correct timing has been achieved, remove the timing tools and reassemble the components in the reverse order of their removal, but check and, if necessary, replace the auxiliary belt crankshaft pulley Dayco DPV1031, idler Dayco AVP1074 and tensioner Dayco APV1075. However, Dayco recommends that the two auxiliary belts Dayco 7PK1076 and 4PK903EE (an elastic belt) are always replaced.
TO VIEW THIS INSTALLATION, OR ANY OTHER DAYCO TECHNICAL VIDEO, WWW.RDR.LINK/VAH014
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LIGHT COMMERCIAL VEHICLES
Nick Austin, MAHA UK Sales Manager, outlines the benefits of the 4250 EuroSystem brake tester and why its adaptability may be exactly what workshops are looking for.
WHATEVER THE WEATHER
P
erfect for the light commercial vehicle market, MAHA UK’s MBT 4250 EuroSystem, unlike its 2250 model, is specifically designed for brake testing vehicles with loads of up to 13 tonnes per axle. What’s more, it has been approved to be used in automated test lane stations, making it suitable for MOT testing on lorry-based camper vehicles, which are tested under the class four criteria. MAHA UK Sales Manager, Nick Austin, comments: “Unlike the smaller spec machines found in an MOT station, the MBT 4250 has the strength and robust design to allow for heavier testing, whilst reducing the risk of excessive wear and tear,
and in some cases, damage. “Furthermore, its ability to test all commercial vehicles makes it an affordable machine for completing periodical maintenance inspections, which are becoming more frequent, and are significant parts of an operator’s licence.”
It is also available with different roller coatings, including steel-welded rollers, which prevent damage to the roller surface in harsh settings, such as unconcreted areas or yards that are surfaced with road planes or gravel.
EuroSystem compatible Convenience MAHA UK is aware some customers prefer to have their brake tester installed in an outside environment – the 4250, with its split design, is more than capable of standing up to the task, so long as the operating cabinet is stationed in a waterproof location.
The MBT 4250 and EuroSystem come handin-hand; it comes as standard on all MAHA brake testers and is one of the company’s unique selling points. Easy to use and simple-to-understand graphics on screen, capable of being used on several workstations – thus, increasing efficiency – and can configure a test report, with all the measurement and evaluation results of the tests performed onto one single print-out: EuroSystem transforms MAHA UK’s brake testers into futureproof workshop platforms. Nick concludes: “The MAHA UK MBT 4250 EuroSystem is a strong contender in both the class four, five, and seven MOT markets, as well as the light and heavy commercial vehicle markets, especially for those wanting flexibility in working in different environments.
FOR MORE INFORMATION ON THE MAHA MBT 4250, WWW.RDR.LINK/VAH015
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LIGHT COMMERCIAL VEHICLES
TOOLS
FOR THE JOB Ensuring you have the right tools for the job when tackling maintenance and repair on an LCV is of paramount importance. Sealey discusses how it can help.
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n these unprecedented times, when delivery companies have seen a drastic increase in demand, it has never been more vital to keep our nation’s supply chains running smoothly. Sealey is proud to be a part of the infrastructure providing critical service tools to ensure vehicles are wellmaintained and kept in operation. Sealey invests heavily in developing the latest vehicle service tools to meet issues relating to modern vehicles, ensuring they are at the forefront of bringing innovative products to market. Any tool or piece of equipment that cuts down on vehicle repair time is a great benefit for not only the workshop, but also for the vehicle operator, ensuring they can get back out on the road as swiftly as possible. The CV040 Hydraulic Bush Tool, a recent addition to Sealey’s extensive range of suspension tools, is specifically designed for the installation and removal of slotted bushes on commercial spring suspension. This type of bush differs to conventional bushes because they are compressed before installation, creating a very tight fit once in position.
“Any tool or piece of equipment that cuts down on vehicle repair time is a great benefit for not only the workshop, but also for the vehicle operator.” 34 CVW DECEMBER 2021
This compounds any extra corrosion resistance when removal is required, presenting the vehicle technician with two problems. Firstly, removing the old bush in a safe and controlled manner, and secondly, compressing the outside diameter of the bush to enable installation into the suspension spring. Even with the suspension spring removed from the vehicle, the new bush will still need to be protected from parallel working tensions during fitting to prevent damage to the bush. This means compressing the outside diameter before attempting to fit it into the spring.
Bases covered A specialist tool, like the CV040, is required to cope with the amount of force required to remove the old bush, and then compress the new bush before fitment into the spring. Sealey’s bush tool includes a 12-tonne hydraulic cylinder for use with a hydraulic pump (Model No's; RE83/840/CWH or RE97.10-01, available separately) and a variety of adaptors to ensure that any type of split bush found on this type of application can be removed and replaced with ease. Another time-saving suspension tool, the VS3814 Hydraulic/Manual Ball Joint Splitter
with interchangeable jaws, enables the operator to select the correct jaw size without taking the entire splitter to the vehicle. This versatile tool can be used manually or with the 12-tonne hydraulic ram supplied. Brake service tools are also an area of significant development for Sealey, including the VS932 Air Brake Test Gauge Set which enables the operator to efficiently locate problems relating to commercial vehicle air brake pressure. The three gauges provide more accurate diagnosis when testing and locating faults along the braking system and the gauge is suitable for use at the roadside or in the workshop. The CV212 Brake Caliper Slogging Wrench Set, conveniently includes a laser-etched formula to assist in calculating the correct tightening torque figure, taking into account the length of the wrench. Caliper mounting bolts are tightened to very high torque figures, so these tools are designed with a 3/4"Sq drive and two striking faces to loosen even the toughest of bolts.
TO BROWSE SEALEY’S COMPLETE RANGE OF TOOLS AND EQUIPMENT, SEARCH FOR SPARE PARTS, REGISTER YOUR WARRANTY, VIEW THE LATEST PROMOTION, AND ACCESS BUYING GUIDES, WWW.RDR.LINK/VAH016
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LIGHT COMMERCIAL VEHICLES
IT'S ALL
DIGITAL L
ight Commercial Vehicles (LCVs) are the work horses for multiple trades and industries, so keeping them on the road as much as possible is an imperative for any fleet manager. With the risk of accidents around any corner, the technology in LCVs has evolved and advanced significantly in recent years, with all new models now equipped with Advanced Driver Assistance Systems (ADAS) that help mitigate the risk of collisions. In the lessened likelihood of a collision, the ADAS systems need to be recalibrated to ensure the vehicle returns to the road safely, which can lead to an increase in key-to-key times as the LCV would usually need to be booked into a dealership to get the work done. On average, this can add three days to the job. This is less than ideal for businesses because they want as little downtime as possible, as time spent off the road leads to a reduction in revenue that cannot be recouped when the vehicle is back on the road.
asTech discusses how digital ADAS calibration systems reduce key-to-key times on LCVs and save businesses money by reducing the time vans are off the road. This is where digital ADAS calibration systems, such as asTech’s offering, come into play. The comprehensive remote service is based on the asTech device that performs the functions required by today’s bodyshops and service centres, supported by a fully dealer trained remote asTech technician. To reduce key-to-key times, it leverages easy-to-use OEM scanning tools to provide full vehicle scans, clearing of fault codes and calibrations on sensors, lidars and radars. The OEM tools guarantee that every fault code is recorded within the full scan and is managed, and the calibrations are completed aligned with OEM standards and requirements 100% of the time.
A full report is then signed by the remote asTech technician and sent on completion of the job to show exactly what has been carried out. So, if there are any issues down the line there is a record of what has been performed, aligning with the repairer’s Duty of Care liability, and safeguarding the business’s reputation. All technicians need to do is to connect the device to the OBD2 port on the vehicle and then log in to the asTech Global mobile app, available in both iOS and Android. This then leads to an assigned asTech technician who guides the user through the set-up position required for the calibrations using target boards to ensure they have the right distance and height from the vehicle. Once the device is plugged in, the remote asTech technician working on the vehicle links it to the relevant OE tool and completes the required service. Recognising that digital ADAS calibration systems are here to stay, the opportunity for repairers is to increase efficiency and reduce key-to-key times by not moving the vehicle to a main dealer, while also saving them money.
FOR MORE INFORMATION ON ASTECH AND ITS DIGITAL ADAS CALIBRATION SYSTEMS, WWW.RDR.LINK/VAH017
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FUELS, LUBRICANTS & ADDITIVES
PROBLEM SOLVERS David Kaiser, Head of Research and Development at Liqui Moly, explains how additives are not only useful chemical tools, but also high-margin revenue generators.
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n order to benefit from this, the workshop not only needs some technical understanding of how additives work, they must also be able to share their knowledge with their customers. First of all, additives are an additional cost for fleet operators that they want to avoid. In fact, they can end up saving money – and the workshop can make money.
Diesel sludge If diesel vehicles are decommissioned for a long time, whether because they’re not needed in winter, or for non-seasonal reasons, there is a risk of diesel sludge. Diesel sludge involves the water in the fuel causing problems. The water comes from the air humidity, which condenses on the inner walls of the fuel tank, but it can also be contained in the diesel fuel itself in the event of a poor-quality fuel. When a vehicle is stationary for an extended period of time, the water settles at the bottom of the tank because it is heavier than the diesel fuel. The boundary between water and diesel offers excellent living conditions for certain bacteria, so they multiply. “These bacteria form what is known as diesel sludge – a slimy mass that can potentially clog the fuel filter and interfere with combustion. This requires tedious cleaning of the entire fuel system,” says David Kaiser. The downtime and additional costs have to be borne by the vehicle owner.
“If diesel vehicles are decommissioned for a long time, whether because they’re not needed in winter, or for non-seasonal reasons, there is a risk of diesel sludge.” 36 CVW DECEMBER 2021
Diesel sludge
But this can easily be avoided if the necessary provisions are taken in good time. Liqui Moly’s Anti-Bacterial Diesel Additive provides reliable protection from diesel sludge. When added to the fuel tank, it prevents bacteria from multiplying, thereby stopping the formation of the sludge that can cause problems later. The dosage is 1:1000, so it is not even very expensive to use. It is even more economical when purchased in large containers: these can be as large as 60-litre drums, enabling fleet operators to supply their own filling station. The few pounds for the additive is well invested since it helps avoid much higher costs later on.
Soiled diesel injectors The second example is soiled diesel injectors. It is natural for combustion residue to settle on the injection nozzles. But this impairs the spray pattern and the fuel combustion process is no longer as clean as it should be. The result is reduced power and higher fuel consumption. In addition, more combustion residue is now created, thereby exacerbating the problem – so we have a vicious circle. What happens is that this is a very slow process and often not noticed. It not only results in a loss of power and increased fuel consumption, however, it also increases maintenance costs. The
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Diesel injector before
encrustations shorten the service life of the injectors and increase the risk of downtime. This can be avoided by using Liqui Moly’s Super Diesel Additive. It cleans the injection nozzles, removes any soiling and ensures that no new residue can settle. This is all the more important nowadays because modern engines are very sensitive to dirt – the downside of their higher efficiency. Super Diesel Additive restores original performance and fuel consumption. Freight forwarder Dirk Sauer uses Super Diesel Additive in the stationary Volvo lorry engines in operation at his combined heat and power plant. These engines sometimes run for 24 hours at a stretch at maximum load. “We were able to reduce fuel consumption from 75 litres to 72 litres per hour,” says Dirk Sauer. “This alone saves us about 2,160 litres of fuel per month. It’s good for our budget – and great for the environment, too.” Super Diesel Additive by Liqui Moly is a multi-purpose weapon in the fight against diesel problems. It not only cleans the injectors, it also lubricates them, thereby increasing their service life. This saves
Diesel injector after
It is natural for combustion residue to settle on the injection nozzles. But this impairs the spray pattern and the fuel combustion process is no longer as clean as it should be.” maintenance costs and reduces downtimes. “Previously, we had to replace the expensive injectors every year due to the high loads”, says Dirk Sauer. “Since we started using Liqui Moly, we’ve had no damage or malfunction in the expensive injectors at all.” And Super Diesel Additive is capable of even more: it increases the cetane number. This improves the ignition properties of the fuel, so the engine runs more quietly and economically. What is more, it protects the entire fuel system from corrosion. For fleet operators, Super Diesel Additives are also available in large
containers – including drums of up to 205 litres – and in the form of a concentrate, too. This reduces costs per litre and makes the use of Super Diesel Additives particularly economical. It means you can use the additive at your own filling station. In this way, you avoid any cumbersome handling of cans when refuelling and you can ensure every vehicle really does benefit from the advantages the additive has to offer. Super Diesel Additive and Anti-Bacterial Diesel Additive are just two examples of the numerous additives available from Liqui Moly. They not only generate extra business for workshops, the products also allow workshops to demonstrate to customers that they are protecting them from problems and helping them save money. The wide range of additives enables workshops to offer their customers tailor-made service packages.
FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM LIQUI MOLY, WWW.RDR.LINK/VAH018
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FUELS, LUBRICANTS & ADDITIVES
HYDROGEN SOLUTION CVW spoke to David Wright, Company Secretary of independent trade body the Verification of Lubricant Specifications (VLS), about whether hydrogen could be a viable solution to the emissions challenge and its potential impact on the lubricants sector.
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alk about emissions in the automotive industry is changing. To date, discussion about the future of automotive transport has centred almost wholly on electric vehicles. But voices are saying that pure electric might not be the only solution. Hydrogen may have a role to play to help meet emissions reduction targets. For both passenger and commercial vehicles, many see battery-powered electric vehicles as the key to achieving carbon neutrality targets. Electric vehicles have significant environmental benefits. But, lithium shortages, limited range, and the relatively short lifespan of batteries continue to hamper technological advances for these types of products. Also, the sheer volume of charging infrastructure required, in such a short space of time, means some companies are investigating other options such as hydrogen.
How would it work? Hydrogen can be used to power vehicles in two different ways; first, in a hydrogen fuel cell and second, as a fuel itself. Hydrogen fuel cell technology was actually first developed by Sir William Grove in 1839, so it has already been with us for over one hundred years. Hydrogen fuel cell engines require hydrogen and oxygen to react together in a special cell to produce electricity which can then be used within a battery to power an electric motor. The first commercially available hydrogen fuel cell powered vehicle to appear was the Hyundai Tucson in 2013, followed two years later by the Toyota Mirai. More recently, Stellantis is preparing to enter the hydrogen powered commercial vehicle market with hydrogen fuel cell versions of its Peugeot e-Expert and Citroen e-Dispatch. Daimler Truck and BP are
piloting the development of hydrogen infrastructure and the introduction of hydrogen-powered fuel-cell trucks in the UK. Toyota says it is preparing to take its hydrogen-powered fuel cell (FC) electric technology from prototypes to production, assembling integrated dual FC modules destined for use in hydrogen-powered, heavy-duty commercial trucks from 2023. Already hundreds of filling stations all over Europe are primed to dispense hydrogen fuel for these vehicles. Hydrogen itself be produced from a variety of domestic resources, including renewable power like solar and wind, as well as natural gas, nuclear power and biomass. It can also combat issues around charging time and range. Just like battery-powered electric vehicles, hydrogen fuel cell vehicles have totally different fluid requirements to diesel or gasoline-powered internal combustion
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©_biela.design/AdobeStock
engines. Lubricants manufacturers have been busy developing fluids to suit these vehicle needs, catering to the increase in oxidation and the need to dissipate an increase in generated heat around the power units.
A feasible fuel? Hydrogen can also be used as a fuel itself to drive vehicles, mixing it with air to produce combustion in a near conventional-type engine. This could be good news for lubricants manufacturers, as engines running on hydrogen in a combustion engine will still need some form of lubrication in the crankcase, to keep them functioning effectively. Pistons and other moving parts will need to be lubricated to keep the engine functioning properly. The low ignition energy of hydrogen ensures easy ignition of an ultra-lean mixture with air. But like any fuel solution, it has its drawbacks with premature ignition and knock. The combustion process of a hydrogen-fuelled combustion vehicle would produce NOx, which would need to be cleaned by selective catalytic reduction prior to exhaust emission, much as we have at the moment with traditional internal combustion engine vehicles and the requirement for exhaust after-treatment devices. Additionally, in order to be operable, hydrogen needs to be converted from a gas to a liquid which means the engine needs to run at very high pressures. During engine operation, blow-by will always occur due to the rapid pressure rise and the low density of hydrogen gas. When exhaust gases enter the crankcase they can condense, when there is no provision of proper ventilation. With gasoline or diesel, water is produced as a byproduct of the combustion process and the same applies to hydrogen, only more so!
“It remains to be seen whether hydrogen-fuelled or hydrogen fuel cell vehicles will become a viable alternative to batterypowered electric vehicles.”
Will filling up at one of these pumps become the norm?
The water produced as a by-product of the combustion process will mix into the lubricant and reduce its lubrication ability. As a result, there is a real risk of a higher degree of engine wear. Specific lubricants need to be developed to cope with this dilution. A lubricant that is compatible with increased water concentration in the crankcase should be used, so that it can withstand the increased moisture levels and still keep the engine fully lubricated.
Electric vs. hyrdrogen It remains to be seen whether hydrogenfuelled or hydrogen fuel cell vehicles will become a viable alternative to batterypowered electric vehicles. The UK government has signalled its intent to consider hydrogen as a worthwhile option by unveiling the UK Hydrogen strategy in August 2021. This strategy sets out the approach to developing a thriving low carbon hydrogen sector in the UK to meet an ambition for 5GW of low carbon hydrogen production capacity by 2030. According to the government document: “Hydrogen is likely to be fundamental to achieving net zero in transport, potentially complementing electrification across modes of transport such as buses, trains, and heavy goods vehicles (HGVs). It is also likely to provide solutions for sectors that will not be able to fully decarbonise otherwise, including aviation and shipping.” Government funding includes £11.2 million to develop and manufacture lowcost hydrogen fuel cell technology for buses and create a hydrogen centre of excellence in Northern Ireland and £14.6 million to develop a zero emission, hydrogen-fuelled engine to help decarbonise heavy goods vehicles in Darlington.
The UK’s first ‘Hydrogen Transport Hub’ will open in Tees Valley to focus on future hydrogen research and development, real world testing and demonstrations. Supported by £3 million of initial government development funding, the hub will bring a number of hydrogen vehicles to public roads and waterways, alongside the associated refuelling infrastructure. Another hydrogen hub is planned for Holyhead in Wales to pilot the creation of hydrogen from renewable energy and its use as a zeroemission fuel in HGVs. OEMs are also investing hydrogen. Engineers at JCB in Derbyshire have developed a hydrogen motor for heavy machinery. The company recently unveiled a prototype hydrogen powered JCB backhoe loader and a Loadall telescopic handler, targeting the end of 2022 for the first machines to be available for sale to customers. In a recent press release, JCB Chairman Lord Bamford said: “We are investing in hydrogen as we don’t see electric being the all-round solution, particularly not for our industry because it can only be used to power smaller machines. It does mean we will carry on making engines, but they will be super-efficient, affordable, high-tech hydrogen motors with zero CO2 emissions, which can be brought to market quickly using our existing supply base.” Whatever solutions the industry develops, lubricants manufacturers will be watching closely, ready to develop the products required to keep engines functioning properly.
FOR MORE INFORMATION ON VLS, WWW.RDR.LINK/VAH019
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FUELS, LUBRICANTS & ADDITIVES
MOVING FORWARD H aving produced quality oils and lubricants for over 150 years, Morris Lubricants know how important it is to be at the forefront of innovation. Using their expert laboratory and technical teams many years of experience they are challenged with meeting the continuing need from major OEMs to bring new products to the market by researching new formulations and keeping up-to-date with industry developments. It’s safe to say that heavy duty diesel engines have got Euro VI on the ropes when it comes to compliance, but Euro VII will be a whole new challenge, especially for lubricants. Moving from Euro V to Euro
Morris Lubricants discusses the future of heavy duty diesel engine oils in the face of Euro VII regulations.
VI yielded a wealth of hardware updates, including: higher fuel injection pressures, smaller displacement, scavenging loop improvements, better aftertreatment device efficiency, to name but a few. Alongside these changes, the lubricant specifications have also had to keep pace, especially with
the critical protection of after-treatment devices, such as diesel oxidation catalysts, selective catalytic reduction systems (AdBlue) and diesel particulate filters. Without the correct chemistry all of these devices suffer, with the potential for big repair bills. So, as we move closer to Euro VII (pitched around 2024/2025) developments are well under way to meet a new set of demands. There’s no doubt that engine downsizing, in terms of the number of cylinders employed, will continue. The eight-cylinder behemoths have already been moved down to six cylinders in numerous cases and with the adoption of variable geometry turbochargers, to give tailored boost depending on demand, have helped to maintain power outputs. There will be a further culling of cylinders, with four or five cylinders being used. But this is just the start.
What does the future look like? Variable valve timing and compression ratios, technology employed in the passenger car market, will be adopted, ensuring maximum fuel efficiency under a wide range of loads and operating conditions. Different construction materials will come into play, such as compact graphite iron (provides increased strength with reduced weight) and thermal spray liner coatings to reduce energy losses due to friction. In order to keep pace with hardware changes, lubricant technology has also needed to evolve.
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Improvements in fuel efficiency can be made by using engine oils that produce thinner oil films in the bearings and the ring/liner area. Thinner oil films result in less drag and, therefore, more useable energy goes to the wheels. In order to ensure that component integrity is not compromised, these thinner oil films are fortified with polymer chemistry to ensure there is no metal-to-metal contact. Polymers are essential when formulating 5W-30 and 0W-20 engine oils for this market. And the environmental benefit of fuel efficiency is reduced CO2, the target of Euro VII. For internal combustion engines, fuel efficiency is essential and this will be the goal of original equipment manufacturers as they innovate in the direction of Euro VII compliance. The lubricant technology developed for this new generation of engine will not be backward compatible with previous designs. Oil film thickness will be down at the levels that passenger car engine oils now reside and heavy-duty diesel engines have to be capable of using these oils without accelerated wear and related issues taking place. Global lubricant
specifications from ACEA and API have been developed for lubricants to suit these new engines and their emissions demands, but the OEMs are taking it further by tailoring these standard specifications and adding their own whistles and bells. The big players are already factory filling 5W-30s and requiring them for service fill. In the mean time they are developing 0W-20s that will enter the market over the next couple of years to drive down CO2 output even more. Mercedes-Benz, Volvo, MAN, DAF, Scania, and Iveco have specifications in draft that will become factory fill to start with. There’s definitely a busy time ahead for engineers, chemists and fleet operators, but there’s no doubt that heavy duty diesel still has a lot of future potential, with outright electrification a far distant glimmer.
TO ENSURE YOU’RE USING THE CORRECT LUBRICANTS IN YOUR ENGINE, USE MORRIS LUBRICANTS’ ONLINE LUBRICANT LOOKUP TOOL, WWW.RDR.LINK/VAH020
What oil do I need? To make sure you are putting the correct lubricants in your engine Morris Lubricants recommend that you use their online lubricant lookup tool. Where by entering the vehicles details, the system searches a database of Morris Lubricants products and selects the suitable products for the specific requirements of that vehicle.
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FUELS, LUBRICANTS & ADDITIVES
PUT TING A STOP TO SIPHONING Fuel theft is on the rise. In order to counter this threat, Merridale provides workshops with advice on how to protect vehicles and storage tanks from this spate of organised crime.
F
uel theft is an ongoing concern for the road transport and haulage sector. Fuel is stolen from vehicles and storage tanks via siphoning equipment, which can vary from basic tubes to more sophisticated arrangements, involving pumps and the cutting of fuel lines. More recently, however, the problem has escalated, with large thefts being made directly from depot bulk-storage tanks. These thefts are far more sophisticated; involving long-term planning, resources, and a vehicle capable of transporting the large volumes being stolen. This type of attack is usually repetitive, with thousands of litres being stolen every few days. If not detected quickly, this can continue for weeks, resulting in hundreds of thousands of litres of fuel being stolen. Merridale has seen several of its customers fall victim to this type of theft in recent months, with a total fuel loss between them of around a quarter of a million litres. Merridale’s Technical Director, John Russell, commented, “These cases are more than just ‘turn up and steal something’. It’s organised crime on a large scale. “Evidence shows that after selecting a target storage tank, the thieves will set up first by drilling an access hole into the side or top of the tank. This will then be covered and disguised to avoid detection. They will then return at a later date, equipped with a suitable vehicle and the equipment required to extract the fuel.
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Theft alerts A full Merridale package includes a highaccuracy tank management system. This, combined with the Merridale FuelWorks service, can now provide warnings in the event of an unauthorised or unexpected drop in the contents level of the bulkstorage tank. If a theft appears to be in progress, FuelWorks will send real-time alerts to designated personnel. These alerts will continue periodically until the stock level has stopped dropping.
Stock loss warnings
“Pipework will be laid through undergrowth and shrubland for hundreds of metres, to an out-of-the-way location that is suitable for operating the pumping equipment and accessible to the vehicle. The criminals will then pump out several thousand litres at night, and return every two or three nights to repeat the process. “Tanks at the perimeter of a compound next to trees and bushes are, therefore, most at risk. Our experience shows that security fencing, 24-hour site manning and CCTV do not appear to be a barrier to this type of operation.”
Russell said, “For customers with earlier generation Merridale tank gauges, or management systems that do not have this capability, FuelWorks will still carry out a reconciliation process after the end-of-day dip. This has also been enhanced to detect any unexplained drop in fuel and, should any serious discrepancy be detected, users set up to receive Tank Alarms Alerts will now receive a warning by email. “Any large negative adjustment on a stock reconciliation report should always be investigated. You may simply have entered a delivery incorrectly, but you may just possibly be having your fuel stolen.”.UK
TO FIND OUT MORE ABOUT MERRIDALE’S FUELWORKS SERVICE, WWW.RDR.LINK/VAH021
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FUELS, LUBRICANTS & ADDITIVES
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VALUE Fuel system cleaners could be the key to improving fuel economy and solving thousands of after-treatment issues, claims Cataclean. CVW finds out more.
U
nexpected expense and unplanned downtime are always high on the list of fleet managers’ pet hates. It’s particularly frustrating when these issues are preventable, and when it comes to failed aftertreatment systems, this is often the case. Diesel particulate filters (DPFs) and catalytic converters can cost thousands of pounds to replace. And yet, in many instances, this costly process and the downtime that comes with it are unnecessary. Research has shown that simply adding a fuel additive can reduce the risk of both issues by breaking down the harmful deposits that can clog DPFs and catalytic converters. Given enough temperature and oxygen, the soot trapped in a DPF will burn off naturally in a process known as passive regeneration. In practice, this is not always possible, so vehicle manufacturers employ a variety of techniques to stimulate these conditions, in what is known as active regeneration.
DPF clogging Occasionally though, the vehicle still fails to burn off enough soot and the filter eventually clogs up. This prevents the engine from breathing properly, leading to reduced performance and increased fuel consumption.
44 CVW DECEMBER 2021
Left untreated, the DPF can clog to the point where it needs to be replaced. In some cases, repeated attempts to regenerate can even lead to engine failure as a result of oil dilution. Vehicles covering short trips on delivery runs or operating in stop-start traffic are particularly susceptible to DPF clogging. These rarely reach the stable, high-speed cruising conditions that favour DPF regeneration, and frequent acceleration
leads to more soot in the first place. Excessive soot can also clog EGR valves and EGR coolers, increasing the production of nitrogen oxides (NOx). Likewise, a buildup of deposits on the catalytic converter can result in fouling, which prevents the device from functioning normally. This can lead to excessive hydrocarbon and carbon monoxide emissions. Both are potential MOT failures that can lead to costly repairs.
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“By reducing the effects of deposit build-up, cleaning additives can also be used to diagnose emissions faults. For example, if a catalytic converter is generating a fault code and an additive treatment clears the code in the first instance, then it’s likely that another part of the system is causing the catalytic converter to fail.” Solution Fuel additives, such as Cataclean, can be used to address all these issues. The additive was designed with cleaning chemicals that, when burnt with engine fuel, pass vapours into the exhaust, breaking down carbon and soot deposits. Cataclean can be used as a restorative solution to address known problems or to prepare the vehicle for an emissions test. Increasingly, though, it’s being seen as a service item. Adding a shot of cleaning additive to the fuel tank at regular intervals – for instance when it comes in for an AdBlue top-up – has been shown to reduce the long-term risks of component failure.
By reducing the effects of deposit buildup, cleaning additives can also be used to diagnose emissions faults. For example, if a catalytic converter is generating a fault code and an additive treatment clears the code in the first instance, then it’s likely that another part of the system is causing the catalytic converter to fail. This can help to prevent major components such as catalytic converters being replaced unnecessarily.
Saving fuel, saving money There can be other benefits to this approach too. In tests conducted by Hong Kong International Terminals (HIT) container port, with the results validated at
Liverpool John Moores University, it was found that regular use of Cataclean improved fuel consumption by 9.7% on vehicles working in demanding stop-start conditions. Emissions were also recorded and these were reduced across the fleet by an average of 33%, according to the company. In addition, other tests conducted by truck fleet operators have shown an improvement of 5 to 7% in normal highway use. Drivers have also reported improved performance and throttle response. While there is a small upfront cost, the evidence suggests that this could be greatly outweighed by the benefits of greater fuel economy and reduced downtime. And that, surely, is something for fleet operators to smile about.
TO REQUEST MORE INFORMATION ABOUT THE RANGE OF ADDITIVES AVAILABLE FROM CATACLEAN, WWW.RDR.LINK/VAH022
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1
DIGITAL DIGEST
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TOP FIVE
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OF 2021
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Don’t have a paper copy of CVW to hand? Our website is a great way to get your questions answered effectively and efficiently. As another year draws to a close, we look back at the most popular online articles this year.
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HOW COVID HAS AFFECTED BASE OIL STOCKS
GOODYEAR DISCUSSES CIRCULAR ECONOMY BENEFITS
Established as a distributor in 1994, Sampa Automotive has industry expertise that dates back to the 1950s. CVW finds out more about the commercial vehicle parts manufacturer.
Many workshops may have recently had notification from their lubricant suppliers that product prices are due to increase, despite fuel costs on the forecourts generally falling. But why is this and how has COVID affected global supply?
With the continued push towards recycling as much as possible in the commercial vehicle industry, Goodyear discusses some of the environmental and financial benefits of the circular economy that workshops should be aware of.
Depending on which generation of ECU is fitted to a trailer, the diagnostic check steps will vary and so will the pin code to access the software. Knorr-Bremse’s Carl Dibble highlights the differences.
WWW.RDR.LINK/ VAH028
WWW.RDR.LINK/ VAH029
WWW.RDR.LINK/ VAH030
WWW.RDR.LINK/ VAH031
1 CVW EXAMINES SAMPA AUTOMOTIVE
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KNORR-BREMSE HIGHLIGHTS EBS DIFFERENCES
BPW ADVISES ON BRAKE LINING AND DRUM 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. WWW.RDR.LINK/ VAH032
DECEMBER 2021 CVW 47
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WHAT’S NEW? VOLTA TRUCKS FULL-ELECTRIC VEHICLES Volta Trucks, a leading and disruptive full-electric commercial vehicle manufacturer and services provider, has started production of the first road-going ‘Design Verification’ (DV) prototype Volta Zero vehicle at a bespoke facility in Coventry, UK. The DV prototypes are the first full-electric Volta Zero vehicles to be built in the recently unveiled production-ready design. A total of 25 vehicles will be manufactured and once completed in January, the fleet will embark on a rigorous testing regime. This will involve Volta Trucks engineers replicating a wide range of customer usage and delivery cycles, as well as taking the Volta Zero to the extremes of cold weather environments in the Arctic, hot weathers in equatorial conditions, and crash testing, all to validate the safety, durability, and reliability of the vehicle. The results of the comprehensive DV testing programme will be fed into the final prototype stage – ‘Production Verification’ (PV). The PV prototype vehicles will be built at the company’s new manufacturing plant in Steyr, Austria, in mid-2022. Many of these productionspecification prototypes will be lent to selected customers for extended periods to be tested in their real-world logistics conditions, undertaking millions of delivery kilometres, alongside Volta Trucks’ own engineers. Ian Collins, Chief Product Officer of Volta Trucks, said: “In August, the first Volta Zero rolling chassis started testing, and we’ve already extracted huge amounts of data from that vehicle. We have integrated that feedback into the Design Verification prototypes that start production today. GO TO WWW.RDR.LINK/VAH024
VAN GUARD HOOKLOCK
SNICKERS WORKWEAR BODY-MAPPING JACKET
Ensuring that your van is secure is one of the main ways to prevent tools from being stolen in the current tool theft epidemic. With a van being broken into every 23 minutes in the UK and an average of £1,692 worth of tools stolen per break in, it is crucial that extra van security measures are utilised to deter thieves, prevent attacks, and secure the van. To help tackle the continued threat of tool theft, British manufacturer of van storage and security products, Van Guard Accessories, have just released their latest generation of van hooklocks, the ULTI Lock Hooklock. “Innovation is a long-established part of our DNA here at Van Guard and creating a product of this quality has been the result of a committed NPD programme spanning many months,” comments Emlyn Harris, Van Guard’s Commercial Finance Director. “With every product we manufacture, we start by listening to the customers which ensures our new products will meet their precise requirements head on. We have focused on an all-encompassing process from product quality to fitting instructions to service delivery, with this the ULTI Lock Hooklock delivers on all fronts and gives our fitting partners the ability to fit a truly exceptional product with market leading accreditation to back it up.”
The Snickers Workwear climate control system includes functional base layers, insulating mid layers and weather-protective outer layers. These technically advanced working clothes allow craftsmen and craftswomen to adjust to changing weather conditions on site so they’re always working effectively – with maximum comfort and protection. Take the new FlexiWork Inverted Pile jacket for example. This warm and versatile pile jacket can be used both as a jacket in cooler conditions or a midlayer when the weather is more inclement. Made of laminated polyester fabric with a furry pile lining for optimal warmth and comfort, its ergonomics also feature shaped shoulders for a great fit and optimum freedom of movement. Hi-tech, advanced fabric technology like this is integral to all Snickers Workwear’s Base-, Mid- and Top-Layer garments for both men and women that always combine well with the Snickers Workwear hallmarks of bestin-class durability, comfort, ergonomics and fit.
Quite often access to a fastener is obstructed by another component, this could be on an engine, gearbox or perhaps behind the dashboard. You can just about get a hex (or Star® or spline) bit onto the fastener but not quite, and there is a danger of breaking the bit if you force it. Laser Tools to the rescue with this Ball-End Socket Bit Set (part number 8048) which offers a comprehensive 20-piece set of long, ball-ended socket-bits in metric hex, Star and spline profiles. The “ball” design means that the bit will fit snugly at up to a 25° angle, providing the access that you need. The bits are 62mm in length and mounted in a 1/2" drive socket, which gives an overall length of 100mm to the socket-bits. Seven metric hex socket-bits are included: 4, 5, 6, 7, 8, 10 and 12mm; eight Star® bits: T20, T25, T27, T30, T40, T45, T50 and T55; and five metric spline bits: M5, M6, M8, M10 and M12. The sockets are manufactured from chrome vanadium alloy steel with the bits made from impact-grade S2 steel.
GO TO WWW.RDR.LINK/VAH025
GO TO WWW.RDR.LINK/VAH027
GO TO WWW.RDR.LINK/VAH026
LASER TOOLS BALL-END SOCKET BIT
DECEMBER 2021 CVW 49
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ADVERTISEMENT INDEX Autolift Ltd ........................................................ (page 29)
Morris Lubricants .............................................. (page 31)
Ben .................................................................... (page 48)
Nissens ............................................................ (page 25)
CVW Online ...................................................... (page 46)
Premier Pits ...................................................... (page 37)
Eclipse Automotive Technology Ltd ................ (page 41)
Robert Bosch Ltd ............................................ (page 17)
Eminox Ltd ........................................................ (page 32)
Schaeffler (UK) Ltd ............................................ (page 15)
Gates Power Transmission ................ (inside back cover)
Stertil UK Ltd ...................................... (inside front cover)
Jack Sealey Ltd .................................................. (page 4)
Total Energies Marketing UK Ltd ...................... (page 48)
Liftmaster Ltd .................................................... (page 45)
TotalKare Heavy Duty Workshops ................ (back cover)
MAHA UK .......................................................... (page 21)
Witham Group .................................................. (page 43)
Mannol .............................................................. (page 11)
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