Commercial Vehicle Workshop July/August 2022

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JULY/AUGUST 2022

MORE FUEL YOU The role of modern lubricant s in saving fuel and tackling emissions

Also in this issue…

Transit ball joint replacement ■ Daily & Ducato diesel timing belts ■ Automechanika 2022 show preview ■ ACEA 2022 Heavy-Duty Engine Oil Sequences ■

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CONTENTS

Volume 19

Issue 7

REGULARS 5

Viewpoint

6

News

12 Reader profile: UK Truck & Plant Group 39 What’s New?

11 Special Reports

CLUTCHES, TRANSMISSION & STEERING 20 Tim Adams, Schaeffler REPXPERT technical trainer and

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belt system specialist, runs through a timing belt installation on the popular Iveco Daily 111/ Fiat Ducato 2.3 diesel engine, a unit that has been in constant service from 2002 to date.

24 OESAA members, Laser Tools and Schaeffler, team up to offer advice on carrying out ball joint replacement on Ford Transits.

26 Mike Coote of Lipe Clutch looks at one of the prime causes of clutch warranty issues – grease contamination.

FUELS, LUBRICANTS & ADDITIVES 28 Tom Hyde, Technical Manager, Lubricants, at TotalEnergies Marketing UK, looks at the increasingly

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important role of today’s lubricants in the fight to cut costs and tackle emissions.

32 CVW speaks to Mike Bewsey, Chairman of the industry trade body, the Verification of Lubrication Specification (VLS), to find out about ACEA 2022 Heavy-Duty Engine Oil Sequences.

34 Product round up

AUTOMECHANIKA 2022 36 After an enforced break owing to Covid, the epic Automechanika show returns to its spiritual home of Frankfurt in September. CVW looks at what’s on offer.

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VIEWPOINT Editors JOHNNY DOBBYN JOHN LEVICK workshop@cvwmagazine.co.uk Editorial Assistant FREYA COLEMAN Group Editor

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HAS BRITAIN GOT TALENT ?

T

Walstead Peterborough

he skills shortage! How many times has that well-worn phrase been trotted out since the pandemic ended? In truth the skills shortage was a thing long before COVID 19 announced itself in such devastating fashion.

UK plc has long since looked down its nose at those kinds of jobs that require mechanical knowledge and manual dexterity, preferring to push the younger generation towards supposed ‘cooler’ jobs like coding, programming and content creation. In turn those of a younger persuasion believe that loads of money can be earned as a ‘blogger’ or ‘influencer’, as far a cry from getting one’s hands dirty as one can get.

There’s one story in our news pages that makes for depressing reading, the findings from a survey by Autotech Recruit. The fact that 90% of respondents think that recruiting skilled technicians will get worse in the coming years is bad enough, but it’s the implications for business continuity and profitability that are more telling.

On the upside those that are in work probably find themselves in the bargaining position of a lifetime, should they be so minded.

Our visit to UK Truck & Plant (p12) revealed an everyday tale of a company trying to develop and recruit personnel but finding it difficult. Co-owner Sarah Weller is looking for ‘attitude and aptitude’ and when she finds it in an employee, he or she thrives, learns and develops skills and goes on to earn good money. But finding it in the first place is difficult. And that’s the irony – so many businesses well placed to provide training and great employment, so few takers for the opportunity.

So, what’s the answer? Is there a solution? Probably yes, but we shouldn’t necessarily rely on ad hoc government schemes like Kickstart or even talk of apprenticeships to solve the problem.

Maybe as an industry we have to grasp the nettle, come up with proposals and initiatives to attract and retain talent of any age, for that matter. Vans, trucks, buses are going to be around for a good while yet and we need mechanics, technicians and operators in the short term as well as the long term.

Published by

If you’ve any ideas, let us know – workshop@cvwmagazine.co.uk

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.

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

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NEWS NEWS IN BRIEF

GOODYEAR has launched The Sustainable Reality Survey 2022. Now in its second year, the survey aims to track truck fleet progress towards greener transportation and will measure the extent sustainability has remained a priority in light of challenging economic conditions. More than 1000 fleets contributed to the results of last year’s survey, and this year is the first opportunity to identify trends and discover if perspectives have changed. The Sustainability Reality Survey is open now.

HANKOOK continues to focus on its retreading business for commercial vehicle tyres by expanding its own retread brand ‘Hankook Alphatread’.

The company has signed a fiveyear agreement today with Vaculug, one of Europe’s largest independent retread producers, to manufacture Hankook's Alphatread retread brand in the UK. Vaculug will also work with Hankook product as a premium fitment for all its fleets.

“To offer our fleet and dealer partners a cost-effective and ecological solution, Hankook continuously invests in its range and volumes of production of premium Alphatread hot-cured tyres. Our new partnership with Vaculug will offer attractive and sustainable products.

This new agreement also ensures maximum value for our fleet customers,” says Guy Heywood, Vice President Marketing Truck and Bus tyres, Hankook Tire Europe.

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LCV sales tank in May UK light commercial vehicle (LCV) registrations recorded their fifth consecutive month of decline in May, falling -25.1% to 22,000 units, according to the latest figures from the Society of Motor Manufacturers and Traders (SMMT).

Although the fall is amplified in comparison with last year, which saw the highest May registrations total in history, the market was still some -21.5% below the pre-pandemic average as component shortages restricted production and therefore delivery.

All segments saw a fall in volumes during the month, although larger vans weighing more than 2.5 tonnes were less impacted, with a decline of -19.4%. Medium vans weighing greater than 2.0 to 2.5 tonnes declined by 33.4%. The largest fall was recorded in the 4×4 sector (-80.7%), although this is a low volume segment subject to volatility.

Some 869 battery electric vans (BEV) were registered in the month, 276 more than last May. BEV registrations for the year to date are 62.7% higher than last year. As a result, overall BEV market share has more than

doubled to 5.2%, testament to the growing choice provided by manufacturers, with one in three models now available as a plug-in.

However, the sector lags behind the new car market, where, in the year to date, BEVs comprise 14.0% of new registrations. With pure petrol and diesel cars and vans facing the same 2030 end of sale date, the need for a ‘van plan’ to encourage operators to make the switch by providing long term incentives and dedicated van charging infrastructure is readily apparent.

Electric vans comprise just one in 20 new registrations and account for around one in 180 in use. This is borne out by an SMMT survey released last month that revealed 58% of existing van owners would be encouraged to switch to an EV if there were more public charging points.

Energy prices to dampen EV demand but TCO remains competitive More than half of fleet operators (53%) expect high energy prices to dampen demand for EVs, according to research from mobility solutions specialists Bridgestone and Webfleet Solutions.

The price cap on electricity increased from 21p to 28p per kWh in April and is set to rise again in October, following an Ofgem review.

“Despite soaring energy prices pushing up the day-to-day running costs of electric vehicles, in most cases the whole-life cost of operating petrol or diesel equivalents remains higher," said Andrea Manenti, Vice President North Region, Bridgestone EMIA. “Electric vehicles may be more expensive to lease or purchase upfront than their fossil-fuelled counterparts, but total cost of ownership (TCO) still tends to favour electric cars and vans, with significant savings being realised by fleets that have made the transition. Parity for electric trucks is anticipated within the next three years.

“As a result, TCO calculations have

become increasingly important in fleet budgeting and electrification planning.”

According to the study however, conducted among 300 fleet decision-makers, more than a third (34%) admitted to not being confident calculating an EV fleet’s TCO. “The electric powertrain enables fleets to benefit from considerable fuel savings, with a much lower cost per mile despite the energy price hike, and with fewer moving parts, significantly lower service, maintenance and repair costs,“ added Beverley Wise, Regional Director UK and Ireland, Webfleet Solutions.

“Other variables that should be taken into account – from insurance costs, tax liabilities and ULEZ charges and residual vehicle values – also contribute to the TCO disparity between EVs and IC vehicles.”

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Commercial Vehicle Workshop

Repairify simplifies its brands Vehicle technology business, Repairify is unifying its company brands under the single name Repairify, with a new website www.repairify.co.uk, to simplify its market proposition.

Off-roading vets get boost from DENSO and Terrafirma Charity Veterans in Action (VIA), which is dedicated to the needs of former members of the armed forces and others suffering from post-traumatic stress disorder (PTSD), is being supported by DENSO Aftermarket and distribution partner Terrafirma 4x4.

overland expeditions. Some vehicles are currently being used to deliver aid to the Ukrainian border with Poland. DENSO Aftermarket and Terrafirma are providing OE replacement parts as well as workwear for those in the workshop.

Veterans strip and build vehicles at a veteran-owned garage and at VIA’s HQ near Andover which are then used for

To find out more about the work of Veterans in Action, WWW.RDR.LINK/VAP001

Pelican invests £2m in new facilities Pelican Bus & Coach is spending £2m on a new showroom, offices and workshop in Castleford to support the continued growth of its Yutong business which is helping meet growing demand for zeroemission buses and coaches for local authorities and bus operators nationwide. The new facility will enable Pelican to quadruple its capacity as well as creating at least another ten jobs this year.

The new facility will complement the group’s existing showroom in Castleford which will continue to be used for some bus work and also as overflow space for Pelican’s nearby DAF dealership.

Designed with sustainability in mind, the new showroom will have a BREEAM excellent standard and will be equipped

with power supply for four high performance DC chargers in line with plans for it to become a publicly accessible charging station for electric vehicles. It will provide capacity for work to be carried out on up to 20 buses. The investment coincides with Pelican signing a new long term distribution agreement with Yutong.

Richard Crump, managing director of Pelican, comments: “In recent years, we have seen huge growth in Yutong sales as more and more local authorities and bus operators transition to clean zero emission vehicles.

“From zero vehicles in 2014, we are now approaching 1,000 Yutong buses and coaches sold in the UK, and this new facility is needed to enable us to fully support the increasing number of electric buses and coaches we are forecasting to achieve in the future.”

As a result, RED EU and RED Autocentres will be consolidated under the brand name Repairify, while the asTech remote solution will continue to be used as a diagnostic brand name, driven by Repairify.

The move, the company says, is part of its strategic initiative to support bodyshops in the collision repair sector through the employment of intelligent automotive technology solutions and to empower customers to repair electronic vehicle systems safely to OEM specifications post collision, enabling repairers to return vehicles to the road as quickly as possible, minimising downtime.

"As vehicles continue to advance at a rapid pace, we want to offer our customers reassurance and peace of mind."

Clarity Phil Peace, managing director (SVP) International for Repairify, comments: “By unifying the business under the Repairify name we are introducing clarity and simplicity to the marketplace. Repairify’s commitment is to provide intelligent technical solutions, backed by a world-class customer experience.”

He adds: “But it is more than that.

As vehicles continue to advance at a rapid pace, we want to offer our customers reassurance and peace of mind that by using our technologies and relying on our IMI-qualified technicians, they can have confidence that they are fully supported in ADAS related repairs.”

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NEWS

Skills shortage set to deepen reveals survey Over 80% of automotive bosses have admitted that, since the pandemic, they have found it increasingly difficult to recruit skilled staff with 90% reporting that workshop and technical roles are the hardest positions to fill.

These are just some of the findings from a recent survey commissioned by Autotech Recruit. Over a two-month period, business owners, workshop and garage managers, and anyone within the automotive aftermarket responsible for recruitment, participated in the research.

The results expose the severity of the skills shortage within the automotive aftermarket and how strategies to recruit, train and retain talent need to be implemented urgently to safeguard the future of the industry.

Over 90% of respondents believe that the challenge of recruiting skilled vehicle technicians will get worse over the next few years, with three quarters admitting that the shortages are having a negative impact on the profitability of their business.

“The skills shortage within the automotive industry is certainly not a new problem – it’s a direct consequence of years of under investment in training and recruiting younger generations,” comments Simon King, MD of Autotech Group. “However, Brexit and the pandemic have exacerbated the issue, which is clearly illustrated within the results of our survey.

The motor industry has the sixth highest vacancy rate of all UK industry sectors. Particularly concerning is the fact that almost all of those surveyed (90%) reported that workshop and technical roles are the hardest positions to fill. The situation is dire and requires immediate action.”

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IVECO is contributing to a sustainable European Truck Racing Championship this year with the provision of an SWAY LNG Pace Truck; and is also competing as technical sponsor of Die Bullen von IVECO – a partnership between Team Schwabentruck and Team Hahn. The S-WAY LNG is said to cut CO2 emissions by up to 95% compared to diesel-powered trucks powered by bio-LNG.

Fall in new van supply drives interest in larger used panel vans

Its Desirabilty Index for May points to a return to larger used commercials, with the Volkswagen Crafter proving to be the most desirable used LCV in May thanks to its great payload and load cube.

This has been fuelled by the continued growth of the parcel delivery sector and by operators turning to used vans as they lose patience with the continued lack of new van supply. Sales of larger panel vans between 2.5-3.5 tonnes fell by 19.1% in April alone and by a total of 29.1% across the entire sector.

Other larger panel vans on the Aston Barclay

list, included the Citroen Relay, Peugeot Boxer, Renault Master and Ford Transit.

“The market has moved from its preference for smaller fuel-efficient used vans to larger panel vans based on what operators like courier companies can get their hands on.

When they can’t access new vans they have no option but to look to the used market.

“They are joining many other trades who are replacing or renewing their vehicles as well as rental suppliers who are still in the market to bolster their fleets,” explains Geoff Flood, Aston Barclay’s national LCV sales manager.

The company’s monthly index takes into consideration three key metrics: web views prior to sale, number of physical and online bids per sale, and the sale price achieved as a percentage of CAP average.

TIP’s Fat Bottomed Boys & Girls charity bike ride - Monte Carlo or Bust - has currently raised nearly £60,000, almost double the planned fundraising target for the three-day event. This ride was the eighth such event that has been organised

by TIP and, over that time, it has raised in excess of €500,000 for deserving charitable causes. This year’s fundraising event supported the Dougie Mac and Donna Louise children's hospices in Staffordshire.

The continued scarcity of new LCV stock is helping fuel increased demand within the used LCV sector for large panel vans according to auction and remarketing specialists Aston Barclay.

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SPECIAL REPORT

MOTs

FOR THE MIND

J

ust prior to sitting down to write this report, I received an out-of-the-blue email from an old friend. I knew that he’d been having some personal problems and, not wanting to lose touch, I’d been sending him odd updates and check-ins but not getting much in return – until this email.

Which informed me he’d had a “total meltdown”, had been diagnosed with Posttraumatic Stress Disorder and off work sick for seven months; and was in the care of NHS and charity mental health professionals.

Quite a surprise and quite an admission from him. But in the more ‘blokey’ workplaces – automotive, construction, engineering, military – entrenched scepticism regarding mental illness can be found and men especially, but also women, often feel the need to ‘front up’, gloss over their problems and not display weakness nor be thought some sort of wuss.

The trouble with this is you can ignore reality, but you can’t ignore the consequences of ignoring reality and eventually something has to give, sometimes with tragic consequences. Take my mate: no wuss he.

Time-served member of one of our ‘elite regiments’ who’d been there, done that – NI, Gulf 1, Bosnia and so on. No wuss he, but in 10 years out of the army, relationships had broken down and his employment record had become increasingly sketchy and then ... “total meltdown”.

It can happen to anyone, any time and in the most robust environments. Which is where Ben comes in, providing support to automotive people and their families. It provides free and confidential online selfhelp, helpline and support services; whether people need help in a crisis or want help with something in particular like anxiety, depression, money worries, trouble sleeping or anything else.

Ben, the mental health charity for the automotive sector, has recently launched a number of initiatives to make accessing help and support for ourselves, friends and colleagues easier. Johnny Dobbyn reports on your having a friend in Ben. Recently, Ben has launched two initiatives making it easier to engage with the charity. First of these is Ben on the Road, where the charity visits small to medium sized automotive businesses to spread the word about Ben. Visiting everyone from small workshops and parts manufacturers to independent garages and dealerships, Ben’s aim is to raise awareness about its work and encourage anyone struggling to reach out for support. Businesses can sign up for a visit at ben.org.uk/how-wehelp/for-my-business/ben-on-the-road. It’s free of charge and there is no obligation to commit to any of Ben’s services.

Second, Ben has just launched BenWell.

A pioneering wellbeing app and web portal, BenWell enables employees to measure their wellbeing and gives employers timely insight into the mental and physical health of their team. Furthermore, personalised resources are provided to each individual, tailored to their wellbeing needs.

Each month, employees spend less than 10 minutes answering a short survey. Once

completed, a personal dashboard gives a view of their wellbeing and offers tailored support and guidance from experts in each area, accessed via mobile, tablet or desktop.

For the employer, while individual results are anonymised, tracking key wellbeing indicators via the dashboard gives a useful overview of how employees are feeling about life at home and work, enabling them to respond to issues quickly.

In addition to the app and web portal, the complete BenWell package also includes: ■ Access to printed wellbeing documentation on a wide range of topics for use around the workplace; ■ Access to HR Manager Lite from Lawgistics – a HR and compliance platform designed for businesses that might not have their own HR department; ■ Access to training courses to help teams build self-awareness and habits that promote mental resilience.

Matt Wigginton, Director of Partnerships at Ben, concludes: “Our most recent industry survey showed us that 94% of automotive workers have been personally affected by a health and wellbeing issue in the last 12 months. That figure is astonishing. Not only does this mean our colleagues have been struggling, but it also means that businesses are suffering too. Employee absence, reductions in productivity, low team morale – all of these things are caused by wellbeing issues and ultimately affect the health of a business.”

If you’d like to know more about Ben, register for a roadshow visit or access its services, visit ben.org.uk or call its free and confidential helpline on 08081 311 333 (Mon- Fri 8am - 8pm).

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READER PROFILE

CVW took a trip to Bedford to talk to UK Truck & Plant’s Sarah Weller, a dynamic leader whose formula for building a successful business is proving a winner.

WINNING MENTALIT Y

‘’L

et’s make it happen” is not just a phrase for Sarah Weller, it’s an entire philosophy. Sarah, who co-owns Bedford-based UK Truck & Plant UK with her husband Ashley, is someone who transforms negatives into positives.

From starting the business eight years ago from the back of a van, Sarah cannily used her experience as a former compliance officer and transport manager to build a customer base from all the local hauliers who had had trouble getting their vehicles certified – by her!

As a supplier, she was determined that these customers’ vehicles would spend more time on the road than off it, convincing the owners that any investment in repairs and maintenance would reap big dividends. Trucks on the road earn cash and cash is king. It was music to their ears.

But her approach in those early days, and to this day still, was not borne out of any altruistic motives, but based on cold, business logic. A haulier with a productive, efficient fleet of trucks on the road is making money and is therefore able to pay

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those workshop bills at the end of the month. It’s a win-win.

And winning is what UK Truck and Plant is very good at. Today the business resides on a seven-acre site, offering the most comprehensive of services to LCV, HGV and PSV customers. Clients include the NHS (East of England and South Central), Volvo Truck & Bus, Movianto, the healthcare logistics company, to name a few.

Share of wallet The company’s growth, however, does not just rely on winning new business but also on increasing the ‘share of wallet’ of existing customers. While customer acquisition can be costly and long term, customer retention is highly profitable and happens in the short term. “What we noticed was customers saying that they were continually being let down by workshops, especially where work was being subbed out, and this was really compromising their operations,” says Sarah.

“So, we invested in machinery and equipment to make sure we were not guilty

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of the same faults. For example, our DPF cleaner was a significant spend but we can control the process, let the customer know with certainty when the job will be done so there’s no margin for error. And we only need two DPF cleans a month and the cleaner pays for itself.”

Expansion too is on the cards. The company is currently looking to buy a site in Uckfield, East Sussex, from where it will run a ‘satellite’ operation, partially to satisfy clients from the south, who currently bring their trucks all the way to Bedford. Perhaps the biggest news is the appointment by a major manufacturer to be an approved parts and service dealer, involving significant development to the existing site and an increase in headcount.

Skills in demand Sarah’s ‘multi-skilled’ workforce currently numbers 41 but this is expected to increase to 64 by the end of the year. And she is passionate about her staff, encouraging social events outside of work to build a strong team ethos while creating the right working environment at work so that people enjoy their jobs.

However, recruitment is a problem.

“There’s a lack of skills throughout the sector, hastened in part by the pandemic, where we as an industry lost a lot of experienced heads. They haven’t been replaced and there’s a worrying skills gap,” she explains.

“We are looking for attitude and aptitude, but it is difficult to find. We are more than happy to invest our time and money in

good people and give them a profession where they can earn good money.”

Like most in the workshop business UK Truck & Plant has not been immune to the shortage of parts and consumables. “There have been problems certainly, especially where customers are wanting genuine parts only and they simply haven’t been in stock,” comments Sarah. “Strategies we’ve used have included convincing operators that refurbed and reused parts such as ECUs, pistons for actuators, modulators, will get them back on the road sooner, rather than waiting forever for new parts to turn up. We have had to be resourceful, but it’s kept us on our toes, and it’s good for business.”

Whatever the future holds, you get the impression that Sarah will be one step ahead of it, will have planned for it and will be waiting to make the most of the opportunities presented by it. It seems to have worked so far.

FOR MORE ABOUT UK TRUCK & PLANT, WWW.RDR.LINK/VAP002

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EURO BUS EXPO PREVIEW

BACK ON THE BUS TO BRUM A fixture on any manager’s or technician’s calendar, CVW has a look at what’s in store so far for Euro Bus Expo 2022.

E

uro Bus Expo is back at the NEC Birmingham November 1-3, bringing the sector together for its first major gathering in over three years.

The event returns with, according to the organisers, a renewed vigour and a focus on innovation, decarbonisation, and the future of passenger transport. With features showcasing new product and service developments, this year’s event is a great opportunity to network and discover the industry’s newest insights, technologies, products, and services.

Workshop equipment Exhibitors representing every link of the supply chain will showcase the best the industry has to offer. As well as must-see vehicles, the latest technology, workshop equipment, compliance and safety equipment will be on display.

Butts of Bawtry, Tecalemit Garage Equipment, Totalkare and V L Test Systems Ltd are currently just a few of the workshop equipment providers lined up to tell visitors about their products and services.

Steve Braund, Marketing Manager at Totalkare, says the show has been an “integral part” of the firm’s marketing strategy. “Euro Bus Expo is unrivalled in bringing together bus and coach operators and their supply chain to celebrate everything that's great about the passenger transport industry,” he adds.

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And that’s not all. A Masterclass Theatre will host a range of expert speakers who will share the latest need-to-know information and perspectives from across the sector. The Zero Emission Zone will make its show debut, highlighting the newest vehicles designed to decarbonise passenger travel.

Alexander Dennis, Equipmake, London Hire and Volvo Group will all demonstrate vehicles in the zone. Visitors can also experience one of the Yutong battery-electric models from Pelican Bus and Coach, and the latest range from Switch Mobility.

What’s more, the show will see the introduction of the Innovation Challenge.

Visitors will vote for their favourite new initiatives, with exhibitors pitching their products and services to a panel of industry judges. You can expect to see a wide range of suppliers exhibiting the most recent technologies designed to increase fleet efficiency, too.

FOR MORE INFORMATION AND TO REGISTER, VISIT WWW.EUROBUSXPO.COM WWW.RDR.LINK/VAP003

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SPECIAL REPORT

2022 Commercial Vehicle Show

OLD NORMAL IS THE NEW NORMAL May saw over 11,000 aftermarket professionals streaming to Birmingham’s NEC to catch up on the latest product and service developments at the 2022 Commercial Vehicle Show. CVW was there.

T

his spring and summer are shaping up in back-to-back exhibitions (CV Show, UK Garage & Bodyshop Event, Road Transport Expo, Automechanika etc) just proving that the ‘new normal’ of hiding at home and avoiding face-to-face contact hasn’t truly come to pass. It was always unlikely in this sector anyway where, for most, WFH is an impossibility, and the current crop of shows reflects this ‘old normal’.

May saw the staging of the Commercial Vehicle Show at the NEC and the show – backed by IRTE Services, the RHA and the SMMT – brought together 230 exhibitors with a host of good news stories to tell.

Expert speakers at the show’s two theatres tackled some of the most challenging topics currently facing the industry and The Road Ahead Theatre in Hall 5 and the Workshop Theatre in Hall 4, delivered in association with CVW, provided a professional forum to address burning topics of the day. These presentations and panel discussions proved a resounding success with greater audience attendance and participation than ever before. Many presentations were standing-room only as visitors gathered to find out more.

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CVW has pulled together some of the big – and small – new developments on display at the show to give you a reminder if you were there, or a flavour if you intend to go next year. One of the biggest launches at the show – both in terms of size and fanfare – was the TK-BM65 from Totalkare (WWW.RDR.LINK/VAP004). Described as a unique all-in-one packaged solution for

operators and repair specialists alike, the TK-BM65 is a plug-and-play galvanised steel inspection pit that comes preassembled and includes a brake tester, wheel play detector, lighting, hydraulic inspection floor, integrated sump tank, side entrance stairs, safety rails, and optional heating and hydraulic aluminium cover (for use outdoors). Measuring 4.27m by

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In the world of wheels and tyres, AirSeal Products ( WWW.RDR.LINK/VAP007) previewed its new online shop that allows customers to purchase its puncture preventative solutions direct.

2.18m and 1.8m deep, it can be installed directly on a sand base without the need for concreting, making it a suitable for a wide range of locations and/ or relocation.

A brand-new technology that helps fleets avoid a common problem – bridge strikes – was on show from the Vue Group ( WWW.RDR.LINK/VAP005). The Low Bridge Alerting System takes the driver out of the equation. The driver is not required to input any information when entering a vehicle, which is done automatically after the initial install of the hardware. The driver is then alerted in-cab when they are at risk of hitting a low bridge during their journey. These alerts are stored on the VUEconnected platform for reporting purposes and can also be set up to be sent to specified email addresses.

Also being demonstrated was the ClearQuote ( WWW.RDR.LINK/VAP006) app.

The app makes vehicle inspections simple, efficient and accurate using smartphone image and AI. Using the app, a condition report can be generated in less than a minute by capturing images or videos. It can automatically identify and assess damages on the vehicle from the images and especially identify fresh damage.

Ensuring the integrity and traceability of critical fasteners to prevent wheel loss, while helping fleets to maximise workshop efficiency, is an industry safety critical need and Atlas Copco ( WWW.RDR.LINK/VAP008) demonstrated its latest generation of battery nutrunners.

Powered by Lithium-Ion 36V technology with charging and battery health indicators, its SRB HA has a torque rating of up to 4000Nm and an internal torque transducer for maximum control and reliability.

JULY/AUGUST 2022 CVW 17

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SPECIAL REPORT

2022 Commercial Vehicle Show

쑿 Similarly, WheelSentry ( WWW.RDR.LINK/VAP009) exhibited what it claims to be the only combined wheel nut indicator and retainer system range in the marketplace, a system that requires no special tools to apply and is quick and easy to fit, making checking and maintenance a simple hassle-free operation.

Cubo (formerly NIBC) ( WWW.RDR.LINK/VAP010) celebrated its 20th year in business with a rebrand and by expanding its integrated telematics solutions with new launches. The company’s solutions, via a single sign on, allows access to up to 8 channel live camera footage, remote driver and vehicle tacho downloads, live driver decision support, and exception reports by fleet.

쑿Chevin Fleet Solutions ( WWW.RDR.LINK/VAP011) launched FleetWave Lite, a new edition in its fleet management software. Designed to simplify the fundamentals of fleet management, FleetWave Lite is said to help organisations move away from spreadsheets by consolidating key fleet data in one place. As a result, FleetWave Lite gives more control over compliance for vehicles and drivers, and more visibility into running costs.

18 CVW JULY/AUGUST 2022

쑼 More software and solutions were available from Trackm8 and TruVan. TrackM8 ( WWW.RDR.LINK/VAP012) demonstrated its newly-launched C430-S telematics device, a self-fit solution that can be moved from vehicle to vehicle, providing operators with a seam of data-led insights into driver behaviour and vehicle status.

It also displayed its Connectedcare solution utilising a live vehicle instrument cluster to show how fault codes on a vehicle are recorded within the company’s fleet management software Insight, highlighting how the system can help monitor for faults across a vehicle fleet, ultimately minimising the risk of costly, unplanned downtime.

쑿 TruTac ( WWW.RDR.LINK/VAP013) showcased its new TruVan – an app and web-based 'back-office' management system enabling compliance with DVSA best practice and operating guidelines for all van fleets. TruVan modules include clocking for hours and timesheet control, GPS locationtagged app, walkaround checks with DVSA templates, fully configurable templates with accident reporting, compliance best practice, driver licence DVLA checks, and vehicle maintenance and planning. 쑼 And after a hard day slogging round the show, a brew was in order and Truckman’s ARB ( WWW.RDR.LINK/VAP014) kitchen-ina-drawer for pick-ups seemed like just the answer. Shown fitted to an Isuzu D-Max, the drawer system features a slide out fridge and swing out kitchen with a gas hob, including a sink. That said, it doesn’t appear to be available in the UK yet (at least, we couldn’t find it), yet it’s bound to be as popular on site as it would be camping at Camber or Grange-over-Sands when it goes on sale.

The 2023 Commercial Vehicle Show dates have been confirmed as April 18th – 20th 2023, again staged at the NEC in Birmingham.

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CLUTCH, TRANSMISSION & STEERING

IT’S ALL IN THE

TIMING T

his engine has been used for many years, and it has always been recommended that a new water pump is installed at the same time as carrying out a timing belt replacement. It is also considered best practice to replace the auxiliary belt (two in this instance) and all associated auxiliary system parts, as they need to be removed to access the timing belt drive.

It is important to remember to advise vehicle owners that the FEAD belt system will have covered the same mileage as the timing belt drive, so will have been subjected to the same amount of usage and wear. Of further note is that the air conditioning (AC) drive belt has to be cut to be removed and therefore cannot be reused.

It’s worth noting that two different OE tensioner designs have been fitted to this engine during its lifespan. Both are completely interchangeable, but it is essential that the correct set up instructions are used for the specific tensioner design that has been supplied. To identify the type

���

Tim Adams, Schaeffler REPXPERT technical trainer and belt system specialist, runs through a timing belt installation on the popular Iveco Daily 111 / Fiat Ducato 2.3 diesel engine, a unit that has been in constant service from 2002 up to the present day. of tensioner, the obvious visual differences are the number of cutouts on the installation eccentric plate.

The tensioner pictured (figure 1) on the left has three notches on the eccentric plate, the tensioner on the right has just one.

Step-by-step guide It’s essential that the engine is left to cool to ambient (room) temperature before carrying out this repair, to ensure that no anomalies occur during tensioning. Allow approximately four hours for this, following the first of our ‘4T’ principles; Temperature, Tools, Torque & Tension.

Raise and support the front of the vehicle, then remove both front wheels, wheel arch liners and undershield. Drain the cooling system. Remove both headlamps, radiator grille, front bumper, bonnet release cable and lock and bonnet shut panel. Next remove the cold air intake pipe, AC condenser from the radiator (if fitted) – do not disconnect pipes.

Disconnect coolant expansion tank multi plug, before removing the radiator and intercooler assembly. Remove both auxiliary drive belts, viscous fan, tensioner and idler. Slacken and tilt the alternator (the upper bolt will also need to be removed).

��� 20 CVW JULY/AUGUST 2022

���

020_CVW_JULYAUG22_Layout 1 30/06/2022 17:30 Page 21

��� Support the engine and remove crankshaft pulley bolts and pulley, along with the timing belt cover (check for any damage to the cover). Now remove the camshaft cover blanking plugs along with the blanking plug from the cylinder block.

During the installation process keep a sharp lookout for any oil or coolant leaks and double check that the timing cover is free from damage.

The next of our 4Ts is Tools. Always use the correct engine locking tools. Turn the crankshaft to just before TDC No 1 cylinder and fit the crankshaft locking pin tool 99360615 (figure 2). Turn the crankshaft clockwise until it stops against the locking pin. Insert both camshaft locking pins tool 99360614 (figure 3).

Belt off

���

���

Slacken the timing belt tensioner pulley bolt and move the tensioner away from the belt, then lightly tighten the bolt and remove the timing belt. Install a new water pump.

Check that the camshaft and crankshaft locking tools are located correctly. Using a counterhold tool (figure 4), hold the camshaft sprocket (do not rely on camshaft locking tools alone, as damage could be caused to the camshafts). Release the sprocket until it rotates freely without tilting.

Using a locking pin tool 99360608, locate the sprocket at the 3 o’clock position (figure 5).

JULY/AUGUST 2022 CVW 21

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CLUTCH, TRANSMISSION & STEERING

"Do not rely on camshaft locking tools alone, as damage could be caused to the camshafts."

Loosen the tensioner bolt and using an Allen key, rotate the installation eccentric plate to the position shown in (figure 6) before fitting a new belt, aligning any timing belt marks (if present) on camshaft and crankshaft sprockets. Then remove camshaft sprocket locking pin and slacken tensioner bolt.

���

One-notch Tensioner Setup: Step 3 Now turn tensioner clockwise to reveal the dot in the notch window (figure 10), which is thenominal position.

쐅

���

Step 2 – Both designs

Three-notch Tensioner Setup: Step 1 Using an Allen key, rotate the tensioner installation eccentric anti-clockwise until the left hand notch aligns with the dot on the tensioner body (figure 7). Tighten tensioner bolt to 36Nm (±4Nm). This is the third of our 4T principles; Torque.

���

Counterhold the camshaft sprocket and tighten bolt to 130Nm, then remove the crankshaft and camshaft locking pins and rotate the engine in the direction of rotation for eight full revolutions.

Whatever you do, do not allow the crankshaft to rotate anti-clockwise.

As before, on the last revolution bring the crank up to just before TDC and fit the crankshaft locking pin. Turn the crank until it touches against the pin. Ensure the camshaft locking pins can be easily inserted.

If not, repeat the installation procedure.

Three-notch Tensioner Setup: Step 3 Slacken the tensioner bolt and use an Allen key to turn the tensioner until the central notch window aligns with the dot on the tensioner body (figure 9). Tighten bolt to 36Nm (±4Nm). This should correctly tension the belt – the final 4T principle.

���

One-notch Tensioner Setup: Step 1 Turn Allen key anti-clockwise until the single notch goes past the white dot and covers it completely (figure 8), which is the high-tension position.

Step 4 – Both designs Remove the camshaft and crankshaft locking pins and rotate the engine in direction of rotation for two full revolutions until just before TDC and insert crankhaft locking pin. Turn the crankshaft clockwise until it touches the pin. Ensure the camshaft pins can be easily inserted. If not, repeat the tensioning procedure.

Remove the locking tools and reinstall all components in reverse order and tighten crankshaft pulley bolts to 30Nm. Fill and vacuum bleed the cooling system using new coolant in accordance with the vehicle manufacturer’s specifications and recommendations.

Always carry out a full road test to ensure the heater works correctly and the coolant level remains steady. Expect to spend about 4.2 hours labour time for this repair.

Important This engine produces a lot of torsional vibration and it is essential that the set up procedure is followed to the letter, including using the correct locking tools and ensuring that engine is rotated for the recommended eight revolutions.

FOR A MORE DETAILED LOOK AT THIS INSTALLATION, YOU CAN WATCH A VIDEO OF THIS SET UP ON A STATIC ENGINE AT THE SCHAEFFLER REPXPERT GARAGE PORTAL WWW.RDR.LINK/VAP015

JULY/AUGUST 2022 CVW 23

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CLUTCH, TRANSMISSION & STEERING

This month OESAA members, Laser Tools and Schaeffler, have teamed up to offer advice on carrying out a ball joint replacement on a Ford Transit, to guarantee an efficient, accurate and professional job.

ON THE

BALL T

he evergreen Transit remains one of the most popular vans on our roads and, in the course of its duties, is subjected to arduous driving conditions bumping up and dropping off curbs, travelling over poor roads and rough ground – so no wonder that at some point in its life, the bottom ball joints will need replacing.

The two main causes for premature wear on ball joints are primarily lack of lubrication, due to the grease leaking out or being washed out – possibly caused by damage to the protective boot – or general wear that accelerates the onset of excess free play in the joint.

Remember that any steering and suspension repairs are ‘safety critical’, so quality should be the dominant factor, not only with the parts being fitted but also with the workmanship involved.

The late-model Ford Transit bolt-in style front lower ball joints are notoriously difficult to remove – being a very tight fit, even after the securing bolts have been removed. Laser’s ball joint removal and installation tool (part number 8272) is designed to easily extract and refit this boltin type of front lower ball joint on the vehicle, removing the need to use heat, hammer blows or a workshop press.

It’s simple to use too: just remove the

��� lower arm to ball joint nut, swing the arm out of the way, and then remove the ball joint securing bolts. Assemble the tool according to the instructions supplied, then simply wind out the bush. Installation of the new bush is just as easy.

Applications include the Transit bus (2013-onwards) and Transit platform/chassis (2014-onwards). Use it to remove and install OEM ball joints references1451917 and KT6C113K209AA. The 8272 is suitable for bolt-in type lower ball joints only. For clip type ball joints, use Laser part number 6614.

When it comes to safety-critical components, Schaeffler’s FAG steering and suspension range offers workshops a genuine quality alternative. All components are manufactured to original equipment specifications, using the highest quality materials and production standards, with everything needed for a complete repair inside the box. All metal ancillary parts are zinc flake coated to protect against corrosion, and its clear TPU (Thermo Plastic Polyurethane) boots give the strength of plastic with the flexibility of rubber, combined with the latest sealing technology. Repair instructions can be downloaded from Schaeffler’s REPXPERT information portal.

"Late-model Ford Transit bolt-in style front lower ball joints are notoriously difficult to remove."

24 CVW JULY/AUGUST 2022

Ball joint removal: Always refer to the vehicle manufacturer’s instructions for each specific application. It is best practice to replace both front ball joints as a pair. Support the vehicle with both front wheels off the ground and the front suspension hanging at full droop.

Remove front wheels. Remove the lower ball joint taper nut (figure 1).

Separate the joint from the arm to access the bottom of the hub (figure 2).

��� Remove the two ball joint fixing bolts from the hub (figure 3).

���

024_CVW_JULYAUG22_Layout 1 30/06/2022 17:38 Page 25

Assemble the components of the kit (figure 4) and lubricate the main force screw with molybdenum disulphide grease.

Ensure that the support rods are screwed in fully (figure 5).

Ball joint installation: Remove the extraction assembly and reassemble the 8272 press-frame using the installation force screw. Lubricate the force screw with molybdenum disulphide grease.

Place the new ball joint in position then refit the support rods to the hub (figure 8).

Steadily press the ball joint in to place by tightening the force screw (figures 10 and 11).

쐅

��� ���

���

Fit the insertion cup over the joint, then assemble the top plate to the support rods and force screw. Check the support rods are evenly tightened and the top plate is level to the hub face (figure 9).

Check that the ball joint adaptor has been fully screwed onto the ball joint taper thread.

Likewise that the top plate threaded adaptor and the support rod nuts and washers are all correctly tightened. Start to pull the ball joint out by turning the bearing nut, while holding the force screw steady (figure 6).

쐈 When the ball joint is fully inserted, refit the fixing bolts (figure 12).

Refitting of removed suspension components can then be carried out in reverse order of removal. Remember to torque up all bolts to the manufacturer’s specification, and it is always recommended to carry out a wheel alignment after work has been carried out on the steering and suspension.

���

��� Continue turning until the ball joint is fully removed (figure 7).

쐉 ���

FOR THE OESAA, WWW.RDR.LINK/VAP016 FOR LASER'S BALL JOINT TOOL, CHECK OUT WWW.RDR.LINK/VAP017 SCHAEFFLER'S REPEXPERT CAN BE ACCESSED HERE: WWW.RDR.LINK/VAP018

JULY/AUGUST 2022 CVW 25

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CLUTCH, TRANSMISSION & STEERING

GREASEY DOES IT Mike Coote, European Sales & Marketing Manager at Lipe Clutch, looks at one of the common causes of clutch malfunction – grease contamination.

O

ne of the most common issues seen concerning clutches is juddering or slipping of the clutch. After parts returned under warranty have been inspected, there is clear evidence in the vast majority of cases that grease has been applied incorrectly – either no grease, too much grease or the wrong kind of grease being used.

Failure to use grease during installation means the drive plate fails to move freely on the gearbox input shaft which, somewhat obviously, can lead to the plate seizing on the shaft.

Radiation warning An issue we encounter on a regular basis is the use of copper slip. Under no circumstances should this be used in the clutch assembly operation as copper-based grease is unsuitable due to its low viscosity and will prevent the free movement of the drive plate on the input shaft.

In the case of too much grease being applied, the result is grease radiating out from the drive plate hub due to the centrifugal force and finding its way onto

26 CVW JULY/AUGUST 2022

"Under no circumstances should copper slip be used in the clutch assembly operation." the friction surface. Grease coming into contact with the friction surface will result in the coefficient of friction of the friction material being reduced, in turn meaning that the drive plate can no longer transmit all of the engine torque.

For example, Lipe provides a sachet of grease in all of its clutch kits, and this contains the correct amount to be used. This should only be used sparingly to lubricate the gear input shaft. When applying grease during clutch fitment, coat the gearbox input shaft with the correct grease, then wipe the excess off leaving only a thin film.

At no time should grease be applied to the splines on the drive plate hub. The

grease will be pushed out from the splines during installation of the input shaft and allow it to accumulate on the outside of the hub. Centrifugal force will cause the excess grease to migrate to the friction facing and this contamination of the linings will cause various issues regarding the clutches functionality.

Following these recommendations will result in fewer customer complaints and an increase in customer satisfaction.

FOR MORE ABOUT LIPE, WWW.RDR.LINK/VAP019

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ALL ABOARD WITH COACHLINE ZF’s Commercial Vehicle Solutions (CVS) division has launched the EcoLife CoachLine.

The second generation of its six-speed automatic transmission, EcoLife CoachLine is suitable for coach applications, whether operating in a city, inter-city or more challenging terrains.

D

elivering efficient and robust powershift transmission for coaches with up to 2,800 Nm of engine torque, the EcoLife CoachLine is said to achieve fuel savings of up to 3% compared to the previous generation thanks to a start/stop function which saves fuel during the entire transmission service life.

The powershift transmission has an optimal gear ratio spread, from 3.36 to 0.59. This is combined with a particularly high level of mechanical efficiency, ensuring that the vehicle operates in the optimum engine speed range at all times.

Effortless gear changing has been enabled using ZF’s TopoDyn Life software controls. Using driving resistance-dependent shift controls, the program ensures the right gear is always selected as the topography changes. The hydrodynamic torque converter with standard torsional damper enables high input torques to be achieved at relatively low engine speeds. The key benefits of this include noise reduction as well as lowering fuel consumption.

An integrated primary retarder and dual cooling set-up enables the highest level of braking power to always be available – even at low speeds. The dual cooling system features a large retarder heat exchanger and an integrated transmission heat exchanger. This ensures longer retarder braking and greater retarder availability.

Effectively reducing the strain on the vehicle's service brakes and protecting against overheating, the dual cooling system also extends oil-change intervals by up to 300,000 miles.

Additionally, EcoLife CoachLine increases the digitalization of servicing and maintenance.

FOR MORE ABOUT ECOLIFE COACHLINE WWW.RDR.LINK/VAP036

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FUELS, LUBRICANTS & ADDITIVES

LIQUID ASSET Tom Hyde, Technical Manager, Lubricants, at TotalEnergies Marketing UK, looks at the increasingly important role of today’s lubricants in the fight to cut costs and tackle emissions.

O

"How do you get more distance, less wearandtear, less required maintenance, and fewer emissions from individual vehicles and fleets overall?"

28 CVW JULY/AUGUST 2022

n Britain’s roads, there are 4.4 million LGVs, half a million HGVs, and more than 140,000 buses and coaches. With both inflation and rising prices across the board, that adds up to a serious increase in fuel costs. In fact, Freight Link Europe recently noted that the cost of running a single lorry has risen some £20,000 over the past year.

The rising fuel costs are not only being felt by the owners and operators of these commercial vehicles and fleets, but those who maintain them too. The UK’s commitment to Net Zero by 2050 has also put a new pressure on commercial fleets to make real progress when it comes to playing a part in tackling climate change.

These two factors present significant challenges, some of which are intertwined.

How do you get more distance, less wearand-tear, less required maintenance, and fewer emissions from individual vehicles and fleets overall? There is certainly no one size fits all solution but evaluating the full lifecycle of a commercial vehicle with the intention of extending the duration of its functionality

could, in some cases, be more efficient in terms of reducing overall carbon than replacing a fleet altogether with newer vehicles.

A critical but often overlooked element when looking to achieve this is the role of lubricants, which can make a significant and tangible difference in several areas.

Diligent diagnostics and testing Firstly, fuel efficiency can be bolstered through testing and diagnostic systems and programmes for oils and lubricants. In the past, the main focus in this area was whether the oil was ‘still OK’. Now the insight is much more sophisticated, with a more robust range of diagnostics to measure in great detail the presence of wear elements and contaminants whilst providing a clearer picture than ever before about the health and lifespan of the lubricant and parts. Major savings in maintenance and operational costs can be made, with extended lifespans for both materials and equipment meaning vehicles are able to cover more miles before needing remedial works.

028_CVW_JULYAUG22_Layout 1 30/06/2022 16:42 Page 29

Increasing efficiency In addition, major strides have been made over the past few years in terms of innovating engine oils and lubricants themselves. The result is increased uptime and lower maintenance costs - particularly through products such as our own RUBIA TIR 9900 FE 5W-30 – thanks to reduced friction and viscosity of lubricants. These efficiency gains are more noticeable than ever before, equating to between 2% and 3% increases in fuel efficiency for commercial vehicles – providing both emissions reductions and cost control benefits.

Lubricant lifecycle The final step in the chain is the disposal and recycling of oils and lubricants. Many waste recycling providers across the UK, such as Slicker, take used oil that would otherwise have been disposed through fuel burning in the marine or energy markets – and reprocess it into a base oil product to create new carbon-efficient lubricating oils.

Overall, this emits about 30% less CO2 than lubricants produced from crude oil – again, equating to far less environmental impact.

There are no signs that the pressure resulting from the perfect storm of escalating fuel costs and stakeholder scrutiny over environmental impact will be letting up anytime soon. The army of professionals charged with servicing, maintaining and repairing the UK’s critical fleet of commercial vehicles would be wise to ensure they are considering the full picture when it comes to ensuring the

absolute best fuel efficiency. From choosing the right product and effectively monitoring its usage to recycling oil waste, the importance of lubricants cannot be understated.

FOR MORE ON TOTALENERGIES LUBRICANTS, WWW.RDR.LINK/VAP020

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FUELS, LUBRICANTS & ADDITIVES

With the ACEA 2022 HeavyDuty Engine Oil Sequences now released, CVW spoke to Mike Bewsey, Chairman of the industry trade body, the Verification of Lubrication Specification (VLS), to find out what workshops need to know about the new sequences.

I

n May 2022, the European Automobile Manufacturers Association (ACEA) published the 2022 ACEA Oil Sequences for Heavy-Duty Engines. The new sequences address engine developments driven by a combination of regulatory and performance needs, complemented by necessary test maintenance requirements.

The last Heavy-Duty sequences, which set engine oil performance standards for the needs of the European market, including emissions regulations, were published in 2016. An update was expected several years ago, but publication was delayed due to difficulty in finding appropriate tests and replacing tests on engines at the end of their life.

New ACEA categories

SEQUENCE SHIFT 30 CVW JULY/AUGUST 2022

In the 2022 sequences, two entirely new categories, ACEA E8 and E11, have been introduced to replace the now obsolete ACEA E6 and ACEA E9 categories.

The ACEA E8 category is for highlyrated diesel engines that meet Euro VI and earlier emissions requirements and are operating under very severe conditions, such as significantly extended oil drain intervals. It is suitable for Exhaust Gas Recirculation (EGR) engines, with or without particulate filters, and for engines fitted with NOx Selective Catalyst Reduction (SCR) systems. The new ACEA E8 category is strongly recommended for engines fitted with particulate filters and is designed for use in combination with lowsulphur diesel fuel.

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FUELS, LUBRICANTS & ADDITIVES

ACEA E11 is recommended for highly rated diesel engines meeting Euro VI and earlier emissions requirements, running under less severe conditions than the ACEA E8 category. Like ACEA E8, it is suitable for engines with or without particulate filters, for most EGR engines and for most engines fitted with NOx SCR reduction systems.

ACEA E11 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with lowsulphur diesel fuel.

The Volvo T-13 engine test has been adopted into both these new categories, ACEA E8 and ACEA E11, to achieve a significant boost in oxidation control. The Caterpillar Oil Aeration Test has also been included to test the lubricant’s performance in aeration control.

cleanliness test in the ACEA Heavy-Duty sequences, but with the engine out of production, it needed to be replaced. The OM471 Test was selected as a replacement.

This test uses hardware that better represents current engine technology and is twice as long as the preceding OM501LA (CEC L-101-08) test, at 600 hours.

The ACEA 2022 sequence update raises anti-oxidation performance and piston deposit control, with pass levels for the new OM 471 test in E4 and E8 more severe than those previously set. In the E7 category, the

“Test development for a new lower viscosity F-category has been unsuccessful.”

New piston tests The ACEA E4 and ACEA E7 categories have been updated with new piston deposit tests, replacing the OM501LA test. Both categories are intended for older engines complying with Euro V or earlier emissions standards.

These engines may be equipped with SCR or EGR but not particulate filters. ACEA E4 is most suitable for very severe operating conditions with significantly extended oil drain intervals, whereas ACEA E7 is suitable for less severe operating conditions.

The OM501LA test was the main piston

32 CVW JULY/AUGUST 2022

OM 501LA test has been replaced by the Cat 1N test for piston deposit control.

The ACEA 2021 Light-Duty engine oil sequences introduced new tests to take account of the need for lower viscosity fluids, but viscosity has not been specifically addressed in the ACEA 2022 Heavy-Duty engine oil sequences. There was a desire to introduce a new F-category based on lower viscosities. However, the test development has been unsuccessful. ACEA is planning to continue work on the test development, and

it may become part of the next revision, as heavy-duty vehicles look to follow lightduty vehicles by reducing viscosity to achieve increased fuel economy and meet more stringent emissions regulations.

Claims can already be made against the 2022 ACEA Oil Sequences for Heavy-Duty Engines as of 1 May 2022. The 2022 ACEA Oil Sequences for Heavy-Duty Engines will become mandatory for all new claims made from 1 May 2023 onwards. In line with the defined ACEA transition period, products claiming ACEA E6 and E9 can no longer be marketed after 1 May 2024.

At independent trade body, the Verification of Lubricant Specifications (VLS), we welcome the publication of the new ACEA 2022 Heavy-Duty sequences.

They provide for a modernisation of the requirements for heavy-duty engines and corresponding engine oil specifications that bring them up to date in the market. They recognise engine developments in this critical area and align the automotive requirements with the latest heavy-duty engine emission standards. Products conforming to the new specifications will provide performance benefits to operators of heavy-duty commercial vehicles.

FOR MORE ABOUT VLS, WWW.RDR.LINK/VAP022

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FUELS, LUBRICANTS & ADDITIVES

CLEAN AND FLUSH Dutch giant JLM adds to its aftermarket roster.

J

LM Lubricants has added to its roster with a dedicated heavy-duty range which includes Engine Oil Flush, Fuel Injection System Cleaner and Diesel Extreme Clean. The products have been engineered to reduce off road vehicle downtime, save fuel, improve performance, and reduce the need for part replacement.

The range joins the company’s existing Heavy-Duty DPF Cleaner.

FOR MORE,

WWW.RDR.LINK/VAP037

ADDITIVE COLLECTION Wynn’s has developed a dedicated range of additives for commercial vehicles, tackling issues such as: injector contamination, DPF regeneration, failure of sensitive NOx sensors, oil contamination and consumption, inefficient AdBlue systems and excessive exhaust emissions.

34 CVW JULY/AUGUST 2022

F

or diesel, there’s DPF Regenerator & NOx Sensor Protector, Diesel Emission Reducer, Diesel Injector Cleaner & Fuel Filter Primer, and Ice Proof for Diesel.

DPF Regenerator & NOx Sensor Protector has been developed to clear blocked particulate filters and reduce soot emissions in all diesel engines. It is also designed to protect the NOx sensor against contamination. Diesel Emission Reducer is a multi-functional additive for diesel fuel designed to immediately improve combustion, reduce exhaust and soot emissions, while providing better fuel economy.

Cope in the cold Wynn’s Diesel Injector Cleaner & Fuel Filter Primer is an additive designed to restore the injector spray pattern, clean the fuel system, whilst raising fuel quality and improving combustion. Ice Proof for Diesel aims to improve cold weather performance across a broad spectrum of diesel fuel.

For oil, there’s Super Charge Oil Treatment, an oil additive designed to improve the viscosity characteristics of engine oils ensuring maximum protection

"Diesel Emission Reducer is a multi-functional additive designed to immediately reduce exhaust and soot emissions, and improve combustion.” and reduced wear in engines, especially when under a heavy load; and Oil System Flush, designed to clean the entire oil circulation system before an oil change, preventing contamination of new engine oil from residues left behind.

TO SEE THE WYNN'S RANGE WWW.RDR.LINK/VAP038

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TOUGH STUFF The Strong Tech technology built into PETRONAS’s Urania oil range for both light commercial and heavy duty trucks is said to deliver great durability in the face of extreme engine temperatures, oxidation and damaging deposits.

T

he formula is claimed to enable vehicles to stay ‘stronger for longer’ as the oil forms a strong fluid film, in which soot is ‘locked away’ to maintain optimal viscosity and defend against wear and oxidation, extending the oil’s efficiency right up to the next drain.

Urania has also been engineered with CO2 reduction in mind.

For example, Urania 5000 5W-30 (which 5000 5w30) maintains a much thinner film compared to conventional 5W-30 engine oils, significantly reducing fuel consumption and harmful emissions.

FOR DETAILS OF URIANA OILS, WWW.RDR.LINK/VAP039

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AUTOMECHANIKA PREVIEW

ANOTHER FINE MESSE… After an enforced break owing to Covid, the epic Automechanika show returns to its spiritual home of Frankfurt in September. CVW looks at what’s on offer.

TO REGISTER FOR AUTOMECHANIKA 2022,

36 CVW JULY/AUGUST 2022

WWW.RDR.LINK/VAP024

I

t’s hard to imagine the scale of Automechanika, staged at Messe Frankfurt over September 13th to 17th, yet it may help to think of it in football pitches. The show covers around 200,000m2 which, in soccer terms, is just over 28 stadium size pitches. Having such an enormous space covering eight halls of the giant venue is just as well, as the show needs to accommodate around 5000 exhibitors and potentially over 130,000 visitors.

When you chew on numbers like that, there’s no doubting that Automechanika is the automotive aftermarket event of the year.

No other trade fair covers the entire ‘value chain’ of the automotive aftermarket like Automechanika, making it an international Who’s Who of the industry in focused areas like diagnostics and repair; parts and components; electronics and connectivity; body and paint; accessories and customization, and workshop management.

In terms of highlights, with nearly 5000 exhibitors, it would be nigh impossible to cover them in a magazine with ten times the pages for this one, but we’ve had a trawl through the list and pulled out some names you might recognise if you’re travelling out there to have a look. While most of the stands are being hosted by European or parent group companies, those below with headquarters in the UK are listed in bold.

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Primalec can be found on stand F96 in Hall 8

EXHIBITOR

HALL(S)

STAND(S)

Alco Filters Arnott Air Suspension Autogem Invicta Banner BG Products Borg Automotive Clarios/ Varta Corteco Dinex Dometic Draper Tools Ecco Safety Group Ecobat Exide Technologies Ferdinand Bilstein Fil Filter Frig Air Fuchs Lubricants Gates Industrial Europe Granville Oil & Chemicals GS Yuasa GYS Haldex Hankook Haweka HaynesPro Hella Hofmann Megaplan Indasa Abrasives Kärcher Knorr-Bremse Liqui Moly Lumag MAHA MEI Brakes Meyle Merlin Diesel Systems Nissens Automotive NTN-SNR Osram Pichler Tools Pico Technology Pneumatic Components Premier Diagnostics Primalec Robert Bosch Samoa SATA Schaeffler Snap-on Stertil Texa The Tool Connection Universal Components ZF

3.1 4 3.1 4.1 9.1 3 4.1 6 6 9 8 4.1 4.1 4.1 6 1.1 3 9 4 9.1 4.1 11 6 4.1 8 9.1 9 8 11.1 8 & 12 3 9 6.1 8 3.1 4 1.1 3 4 4.1 8 8 8 9 8 9 8 11.1 FOR.0 8 8 8 8 4.2 FOR.1

E41 E70 G91 D51 C05 G51 E10 B40 B19 C35 F51 E40 E27 D47 B06 D01 F85 D62 D37 D71 F31 D02 B49 E51 D37 F32 A80 & A88 H66 A55 B28 & A51 E91 C06 D71 C04 C06 C07 G81 D41 D06 D91 D11 15 J96 E50 H52 E36 F96 A05 A06 A15 A16 B01 C20 E41 C03 A02 A96 C70 E96 F29 D15 A01

JULY/AUGUST 2022 CVW 37

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WHAT’S NEW?

WELD IN MOTION POWER-TEC

TAKE IT IN YOUR STRIDES SNICKERS WORKWEAR

Snickers Workwear’s trouser ranges are claimed to deliver functionality, comfort, protection and mobility for ‘discerning’ professional trades.

AllroundWork trousers are ready for use at work in general. FlexiWork trousers deliver superior freedom of movement, while LiteWork trousers are designed to keep the wearer cool, dry and ventilated.

RuffWork trousers are reinforced, as the name suggests, for the roughest environments, while ProtecWork protective wear is for hazardous environments and when certified high-vis trousers are required. Snickers Workwear trousers also deliver certified protection with their patented KneeGuard System for greater flexibility, comfort, and durability.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP025

The 92545 aluminium MIG and panelrepair system from Power-TEC is a fullyfeatured work station that incorporates an aluminium MIG welder combined with the company’s aluminium repair system — all housed on a mobile trolley.

Designed for the welding of aluminium washers or pull-pins for dent removal using the proprietary aluminium pin puller; the versatile MIG welder can be set up for aluminium, steel or MIG brazing. The kit is supplied with a 2kg roll of aluminium MIG wire, 50 Alumax special pull-pins and 50 Alumi special pull washers.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP026

GETTING A GRIP WITH BOLTBITER SATA

CRAFTY ADDITION

BY KLARIUS

KLARIUS

Among 19 aftermarket items recently added to the Klarius ranges are replacement diesel particulate filters for the 2011-2015 Volkswagen Crafter and exhausts for the Nissan Navara from 2017 on. The company claims to have the largest stockholding in Europe with over 11,000 parts to fit 24 million vehicles on British roads.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP027

KNIPEX KEEPS TOOLS PORTABLE WITH BIG

MOVE CASE

SATA has Introduced two new sets of BoltBiter extraction tools that aim to make the removal of rusted, rounded or strip fasteners. The 23- and 13-piece sets include a 3/8 drive ratchet with quick release design for rapid socket removal.

The flush mounted reversing lever allows users to change direction onehandedly without removing the wrench. Both sets come with a durable blow mould case for storage and organization.

Benefits of BoltBiter are said to include tapered flutes for easy seating onto a damaged fastener and ensuring removed items don’t jam in the socket, dual sized sockets which work with both SAE and metric items and high-visibility laseretched markings for quick size identification. BoltBiter’s bi-directionality also means that it not only removes but also easily tightens any fastener, even severely damaged ones. To fit a wide range of (damaged) fasteners, the sets also included minus-sized sockets. Finally, being made from chrome molybdenum alloy steel and a corrosion-resistant oxide finish extend the lifespan of the tools which come with a lifetime warranty.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP029

KNIPEX

The KNIPEX Big Move Tool Case is claimed to have everything a mechanic needs all in one secure and durable portable case. With a telescopic handle set in the base as well as two external, smooth-running skater wheels, the case makes it easy to transport tools around the workshop or on the road. Equipped with 12 essential KNIPEX tools, including the Cobra high tech water pump pliers, Diagonal Cutters and ErgoStrip Universal Stripping Tool; the Big Move includes 90 branded tools in total including a vast array of TORX and Phillips screwdrivers, ratchets, chisels and many more.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP028

JULY/AUGUST 2022 CVW 39

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WHAT’S NEW?

HAVE A BRAKE TEXTAR The Textar brake pad range has been increased with seven new brake pads covering seven vehicle manufacturers to include CV applications. The company has also launched a new brake disc assembly for Mercedes-Benz and Renault commercial vehicles, and a large range of new wear leads for JLR’s latest lines, including the new Defender Hardtop.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP031

HELLA SHINES AT WORK WITH LAMPS AND FLOODLIGHTS HELLA

With the new S-Series and High Bay lights, HELLA offers two LED lighting solutions for flexible use in heavy-duty environments, especially where high quality light is required to increase work safety. What both products share is low power consumption, meaning they make a sustainable contribution to reducing CO2 emissions; and lighting properties which promote low fatigue working, reducing the risk of accidents and improving productivity.

Available in close-range and long-range versions, the S-Series provides light with a colour temperature of near daylight 6500K. The series scores with high efficiency compared to halogen devices and integrated electronics protect the device in the event of polarity reversal while guaranteeing constant brightness even with the operating voltage fluctuating between 9 and 33V DC. With its aluminium housing and reflector specially designed for high ceilings, the High Bay light has an operating voltage of 100 to 305V AC and, at 140 lumens per watt, produces a high light output with low heat generation and low energy consumption.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP030

DOWN TO A T

VAN GUARD ACCESSORIES Van Guard Accessories has released a new edition of ULTIRack+, claimed to be the first gallery rack of its kind to offer a TSlot rail system. The ULTIRack+ is a large gallery style van roof rack suitable for carrying wide loads. Unlike the company’s bars, ULTIRack+ includes built-up side channels allowing for faster loading and unloading. The T-Slot rail system allows for the attachment of load stops and eye bolts, improving tie down, load restraint and accessorising capabilities.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP033

DRIP-FREE PORTABLE PLATING SIFCO ASC

SIFCO ASC has launched a new portable all-in-one plating system featuring dripless technology called the Advanced Solution Control System (ASCS). Thanks to the system’s technique of non-drip selective plating, all chemical solutions flow and vacuum through SMART tools before being recycled back into the cart’s solution management system – right at the surface of the workpiece. The result is a cleaner, more environmentally friendly, and inherently safer working environment.

This piece of electroplating technology is also entirely portable, enabling it to be brought to the specific part or component.

The system’s dripless tooling should also cut exposure to fumes and chemicals as well as reduce waste thanks to the use of less masking, cover materials, and cleaning supplies. Two sizes of the ASCS, the Nano and Prime, are currently available. Each has been designed to further build on the existing benefits of selective plating, such as in-situ repairs and reduced masking and downtime.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP032

40 CVW JULY/AUGUST 2022

ROOF RACKS

DISC TRIO FOR MERC AND RENAULT MINTEX

Mintex has launched three new brake discs to its product lines with a range of Mercedes Benz and Renault vans being covered by the new launches. Mintex brake pads and discs are engineered to provide friction stability, comfort and consistently high performance over a wide temperature range and stopping distances. All the new references have been added to TecDoc and MAM cataloguing systems, and are also accessible via the online Brakebook by entering the part number.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP034

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WHAT’S NEW?

GOODYEAR MAKES

THE GRADER WITH GP-3E TYRE GOODYEAR

FISCHER PANDA UK TEAMS UP WITH AUTOCLIMA FOR AIRCON FISCHER PANDA UK

Goodyear has the launched the GP3E, a tyre designed for graders, wheel loaders and articulated dump trucks typically used on major infrastructure projects with tough cost and timescale targets. The new tyre features Goodyear’s Type 6 compound, which has advanced abrasion resistance, reducing operators’ tyre costs. It has also reduced the weight of the GP-3E compared to its predecessors, boosting efficiency; and designed it with a new multiple steel belt carcass construction that has enhanced cut and tread wear resistance.

The GP-3E tread pattern achieves high levels of traction with additional biting edges, dual centreline lugs and an increased lug count. At the same time, the tread is designed to support a high level of flotation – keeping the machine the machine keep on top of the surface without creating damage or becoming bogged down – by distributing weight evenly. Another benefit of this enhanced tread pattern, combined with the new construction, is improved levels of operator comfort as the GP-3E has been designed to reduce vibration levels, particularly on hard surfaces.

Fischer Panda UK has teamed up with Autoclima to be the exclusive supplier of its vehicle air-conditioning products in the UK and Ireland. The Autoclima airconditioning and refrigeration systems available will include several market leading products from multi-purpose roof mounted air conditioning to internal engine-driven solutions.

As providers of integrated power and HVAC system solutions to the automotive and specialist vehicle sector, Fischer Panda UK claims to be able to support simple spot cooling for problem areas and provide ways to accurately control the whole on-board environment, with system design to suit any vehicle application, added with servicing and aftercare.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAP034

GO TO WWW.RDR.LINK/VAP035

WANT TO KNOW MORE?

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ADVERTISEMENT INDEX Here is a useful summary of all the adverts that appear in this issue of Commercial Vehicle Workshop.

Each is listed with its page number and a direct URL that will get you straight to the relevant online information.

Autolift Ltd .................................................................. (page 35)

Messe Frankfurt UK Ltd .............................................. (page 22)

www.rdr.link/VAP100

www.rdr.link/VAP111

Bailey Morris Ltd ........................................................ (page 38)

Motul SA .................................................................... (page 29)

www.rdr.link/VAP101

www.rdr.link/VAP112

Bowmonk .................................................................... (page 42)

Osram ........................................................................ (page 31)

www.rdr.link/VAP102

www.rdr.link/VAP113

Drakefield .................................................................... (page 33)

Premier Pits ................................................................ (page 13)

www.rdr.link/VAP103

www.rdr.link/VAP114

Induction International ................................................ (page 38)

Robert Bosch Ltd ........................................................ (page 19)

www.rdr.link/VAP104

www.rdr.link/VAP115

Jack Sealey Ltd ............................................................ (page 9)

Schaeffler Automotive Aftermarket UK ...................... (page 15)

www.rdr.link/VAP105

www.rdr.link/VAP116

Knorr-Bremse Truck Services .................................... (page 10)

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

www.rdr.link/VAP106

www.rdr.link/VAP117

Liftmaster Ltd .............................................................. (page 31)

TotalEnergies .............................................................. (page 35)

www.rdr.link/VAP107

www.rdr.link/VAP118

Machine Mart .............................................................. (page 41)

Totalkare Heavy Duty Work .................................... (back cover)

www.rdr.link/VAP108

www.rdr.link/VAP119

MAHA UK .................................................................... (page 27)

Wynn Oil UK (ITW Additives UK) .................................. (page 4)

www.rdr.link/VAP109

www.rdr.link/VAP120

Merridale Ltd .............................................................. (page 42) www.rdr.link/VAP110

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JULY/AUGUST 2022 CVW 43

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