Commercial Vehicle Workshop June 2022

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JUNE 2022

UNDER PRESSURE How increasing inflation can save operators money

Also in this issue…

Top tips for power packs ■ Shock absorber essentials ■ Steering, suspension and MOTs ■ Multi-wheel axle alignment made easy ■

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CONTENTS

Volume 19

Issue 6

REGULARS 5

Viewpoint

10 Business & Training

6

News

18 Special Reports

8

Tech Tips

40 What’s New?

AXLES & SUSPENSION 20 Best practice tips on air suspension maintenance and servicing from BPW

29

23 IMS explains how trailer technology has advanced and why fleet operators should consider them 24 The importance of steering and suspension components during MOTs is highlighted by Tecalemit 26 Febi takes CVW readers through the essentials behind shock absorbers 29 Step-by-step guide on how to quickly perform a multiaxle wheel alignment check with the Hunter WAHD

DIAGNOSTICS 30 Martin Brown, Repairify director, discusses what role diagnostics has to play in the CV sector 32 Neil Hilton from HELLA explains what its diagnostic tools have to offer the commercial vehicle workshop

32

TOOLS & EQUIPMENT 34 How Stertil Koni’s lifts have been relied upon by VCS and the UK’s first fully-electric ambulance 35 CVW looks at TruVan, a new compliance tool for van and LCV operators 36 Read about the correct use of power packs and Rotronics’ top tips 37 The tyre management platform from RL Automotive which can help fleet managers balance running costs, safety and environmental impacts 38 AES is aiming to solve wheel misalignment with the latest alignment system from JOSAM

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VIEWPOINT Editors JOHNNY DOBBYN JOHN LEVICK workshop@cvwmagazine.co.uk Editorial Assistant 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.

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MASTERSTROKE OR MISGUIDED?

R

ecent government proposals to reduce the frequency of MOT tests to once every two years have certainly put the cat amongst the industry pigeons.

Short of saying the proposals are madness, leading organisations have chimed in with fully-leaded arguments against their adoption, citing vehicle safety as the critical factor.

As Mike Hawes, SMMT Chief Executive points out “stretching MOT intervals will undermine the safety net at a time when vehicle miles driven are increasing.”

Sue Robinson, Chief Executive of the National Franchised Dealers Association (NFDA, is equally adamant on the matter: “An MOT is the best way to identify minor issues before they become serious problems, which are often more expensive to fix.

The change would significantly increase the risk of defects in vehicles and have a detrimental impact on road safety as well as on motorists’ finances in the long term.”

And it’s not just the finances of the motorists that are at stake. Although the proposals are aimed at Class 3 and 4 MOTs, for you, our readers, that still represents thousands upon thousands of smaller vans and larger passenger vehicles that might not be turning up annually to your workshop for an MOT and the servicing opportunity that goes with it. While we agree that the safety of vehicles is of the utmost importance – it is – the prospect of seeing revenues diminished by only seeing a vehicle every two years is hardly cause for celebration.

The case for keeping an annual MOT is compelling, and most would say bleeding obvious. It is perhaps ironic that under the auspices of its ‘bonfire of red tape’, whereby we are all supposed to be liberated from rules and regulation in order to help the economy grow, the government would effectively be dealing a financial blow to our sector should it carry out this proposal. And would it stop there? Would Class 7 MOTs suffer the same fate? Let’s hope Mr Shapps has a rethink.

Let us know what you think! Drop us a line at workshop@cvwmagazine.co.uk, we’d love to hear from you. Oh, and by the way this month a new editorial team is at the helm. You can see who we are on the left of the page and we are definitely looking forward to getting out and about, and rounding up the best industry content to keep you informed.

Regal House, Regal Way, Watford,

The CVW Team

Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2022 ©jamesteohart/AdobeStock (pg6) ©Melanie Kocheva/AdobeStock (pg 24)

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

JUNE 2022 CVW 5

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NEWS Topping lists Hendy Group’s heavy truck division is celebrating success after being named the number one IVECO Truck Station in the UK.

Fleet expansion JSP Hauliers in Manchester continues its expansion programme with five Generation DAF XFs in the coming months.

The company beat off competition from 19 other dealers for the title which recognises the top performers in terms of roadside assistance, product knowledge, and parts operation. This follows on from previous success in 2019 when it was also number one in the UK. General manager Paul Gilbert said that the ranking is a great achievement for Hendy and reinforces its position as one of the UK’s leading heavy truck dealers. The challenge assesses the performance of

IVECO workshops across the UK measuring everything from a dealer’s ability to respond to roadside breakdowns and getting trucks back on the road within six hours, through to workshop repair quality, parts availability, and technical competence.

As with the rest of the 22-strong fleet, the XG+ and forthcoming additions will be fuelled with HVO renewable diesel and are supplied by the DAF dealer in Manchester, MOTUS Commercials. This fuel delivers up to 90%, or greater, reduction in greenhouse gas emissions ‘from wellto-wheel’ compared to conventional diesel. Importantly, use of HVO or similar GTL (Gas-To-Liquid) fuels require no vehicle modifications nor changes to service intervals. JSP reports that, although the truck has not yet been used on consistent long-distance journeys, the company has seen an initial increase in efficiency and economy over its previous generation DAF XF fleet.

"HVO renewable diesel delivers up to a 90%, or greater, reduction in greenhouse gas emissions" The New Generation DAF XF, XG and XG+ see a raft of design, safety, comfort and efficiency transformations over the earlier generation DAF XF model. All three new cab designs are the first to take advantage of new EU masses and dimensions regulations, with the flagship XG+ outperforming every truck on the market for overall interior space with an impressive 12.5 cubic metres.

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A Scottish first The UK’s first full-sized autonomous bus will take to the roads of Scotland for the first time as live testing begins for project CAVForth.

Stagecoach, in partnership with Fusion Processing, Alexander Dennis and Transport Scotland, will be carrying out onroad testing of the autonomous bus over the next two weeks in preparation for the launch of the CAVForth pilot scheme. The project pilot will see five single-deck autonomous buses operating at SAE Level 4 over the Forth Road Bridge between Ferrytoll Park and Ride in Fife and the Edinburgh Park Train and Tram interchange. The buses are fitted with

Fusion Processing’s sensor and control technology, CAVstar, that enables them to run on pre-selected roads without the safety driver having to intervene or take control.

The buses will provide a service capable of carrying up to 36 passengers over the 14 miles across the bridge, with capacity for over 10,000 passengers a week.

The on-road testing in Scotland follows successful depot-based trials, track testing and virtual simulation where the buses have been put through their paces to fine tune the autonomous drive systems. To help support the project, Transport Scotland recently opened a section of Actively Managed Hard Shoulder for all buses on the M8 eastbound, reducing journey times.

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Commercial Vehicle Workshop

Falling registrations UK van registrations fell -29.1% amid supply challenges as manufacturers continue green delivery according to data from the SMMT.

Electric trial 20 DAF LF Electric vehicles are entering service with a range of public bodies including the NHS and Local Authorities, as part of the Battery Electric Truck Trial (BETT).

The trucks are now entering day-to-day operations while at the same time gathering real-time data; the results from which will be used in an interactive website to inform future fleet operator buying decisions and help stimulate the sale of battery electric trucks. With the Government having set ambitious targets to end the sale of nonzero emission heavy goods vehicles from 2035, the BETT is expected to make a significant and positive impact upon the move to zero emission vehicles.

One of the key operators partnering the

BETT is NHS Supply Chain who, supported

by Prohire. in the provision of financing and maintenance services as part of the arrangements, are due to deploy eight DAF LF Electric rigids with refrigerated bodies at several of its locations around the country.

Five vehicles are also destined for local NHS Trusts. The remaining seven are earmarked for service with two local authority framework organisations in school supply operations and local councils for use in recycling and general logistic uses.

Bodywork includes PACCAR box bodies designed and manufactured by DAF Trucks, and also temperature-controlled bodies supplied by Gray & Adams.

All the vehicles in the trial feature the distinctive Battery Electric Truck Trial logo.

Tyre acquisition Martins, a US tyre equipment industry, has acquired UK-based Checkpoint, a global leader in wheel safety.

With Checkpoint, Martins adds to its extensive line of products a host of wheel safety solutions, namely a variety of visual indicators of nut movement and also gains the 30 years of expertise that started with its founder, CEO, and inventor, Mike Marczynski. The acquisition was motivated by this expertise and quality, enabling Martins to offer even more products to their customers.The plan moving forward is to integrate Checkpoint within the Martins world in the most seamless way possible, and without changing anything that makes the wheel safety brand great. For any

Mike Marczynski (Checkpoint) and Martin Depelteau (MARTINS)

Checkpoint team member, partner or client, this means it’s business as usual in terms of operations, distribution, quality and personality. Martins also wants to continue to fully support B2B distribution for Checkpoint and the excellent work the team is doing and believes adding this dynamic to its existing lines of products reinforces their presence in the market in every aspect.

UK light commercial vehicle (LCV) registrations declined to 21,597 units, down -29.1% year-on-year, according to the latest figures published by the SMMT. While the decline in registrations is amplified by comparison with 2021, which saw the highest total for the month since records began, this year was still -12.2% below pre-pandemic 2019. Despite demand being strong across all segments, supply chain pressures locally and globally, including shortages of semiconductors, hampered deliveries.

"Registrations of electric vans increased by 52.7% year-on-year."

Newly registered large vans totalled 16,212 units, down -19.1% compared with a year ago, as the segment’s market share increased by nine percentage points to 75.1%. This is due in part to more significant declines in registrations of medium-sized vans by - 48.6%, and small vans by - 48.2%, as components shortages restricted supply. Sales of pickups, meanwhile, declined by - 44.0%, while 4x4 registrations dropped by 77.8%.

As manufacturers continue to invest in and bring new electric van models to the market, registrations of these vehicles increased by 52.7% year-onyear to 919 units – representing one in 24 new vans joining the road. While electric LCV uptake continues to grow, the market is some way behind passenger cars in transitioning to electric, so policies that incentivise operators to make the switch will be essential to meet ambitious decarbonisation targets.’.

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TECH TIP

MAINTENANCE AND REPAIR OF DENOXTRONIC SYSTEMS EXPLAINED Denoxtronic exhaust-gas treatment systems are present in a wide variety of commercial vehicles. Here, Bosch outlines the opportunities for revenue generation presented by regular servicing of the systems.

F

ive generations of the exhaust gas treatment and dosing system Denoxtronic have been installed in a large proportion of diesel vehicles over the last 18 years. This system injects the ureawater solution AdBlue into the exhaust stream and converts, in combination with the SCR catalytic converter, harmful nitrogen oxides (NOx) into water and nitrogen.

Around 12 million systems are in operation worldwide in trucks, construction and agricultural machinery. They are also used High dirt-absorption capacity Frost resistance due to compressible compensating element with sealing function

High particle separation rate

Chemical resistance to AdBlue

Function and benefits of Bosch Denoxtronic filters

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in stationary systems with diesel generators.

For their long running times and high mileages, commercial vehicles need regular maintenance. The need for Denoxtronic service opens up a great potential to generate additional workshop sales.

Change filters according to the manufacturer’s specifications Bosch Denoxtronic filters aim to remove dirt particles from the AdBlue. This supports optimal dosing and protects the Denoxtronic system at the same time. The Denoxtronic filter has to be changed regularly according to the vehicle manufacturer’s instructions. A 3D computer animated film on Bosch’s YouTube WWW.RDR.LINK/VAO001) page ( shows the generations of the exhaust gas cleaning system by the help of a camera flight. Filter changes and the function of the system are described in an informative and easy to understand manner.

What diagnostic equipment and repair tools are needed?

Workshops receive support from Bosch

Denoxtronic set 2

around all Denoxtronic systems, to carry out maintenance and repairs as efficiently as possible, reducing downtimes. With the Denoxtronic sets 1 or 2 in a practical case and the diagnostic device KTS Truck, installed components are checked and defective components are identified through function tests. Corresponding test and repair instructions are contained in the workshop software ESI[tronic] 2.0 Online. Bosch offers Denoxtronic modules and spare parts to replace defective components. The supply modules Denoxtronic 1.1, 2.1 and 2.2 are also available in the Bosch eXchange program for value-based vehicle repairs. Knowledge of diesel technology is imparted in a practical manner in the Bosch service training course on Exhaust-gas treatment in commercial vehicles. Therefore, workshops can offer a suitable service for practically every CV.

FOR MORE ABOUT DENOXTRONIC, WWW.RDR.LINK/VAO002

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SOLVED! TRANSIT 2.4 DIESELS Valeo has received a number of calls regarding an issue with Ford Transit 2.4 diesels not starting with a Valeo conversion kit fitted. Here, the team looks at the problem, possible causes and how to resolve it.

Location of the two sensor plugs on the MT75 gearbox

■ Check the conversion kit has been

supplied for the correct application and ensure the kit is designed for the correct model. Valeo produces different conversion kits for 2000 > 2006 and 2006> Ford Transits. Also, the solid flywheel conversion Valeo produces for the Ford Transit is not suitable for 6 speed (MT82) gearboxes.

■ On the Ford Transit there are two

electrical plugs on the gearbox: one for the road speed sensor and one for the timing sensor. The two wiring plugs visually look different but can fit either way round. This will need to be checked to ensure the wiring is connected correctly.

■ If the issue is still occurring after

confirming the wiring is correct, check there is no damage or contamination on the timing sensor. As the original dual mass flywheel wears, metal dust is produced and will become attracted to the magnet on the sensor. If there is a high accumulation of flywheel metal particles, the sensor will not register the flywheel timing marks and cause a non-start issue.

FOR MORE ON THE VALEO RANGE,

■ If the sensor is working correctly or a

new sensor has been fitted and the wiring plugs are connected correctly and the Ford Transit is not starting; check the continuation of the wiring from the sensor to the engine control unit (ECU).

If the wiring has broken or earthed, the ECU will not be receiving the signal from the sensor.

WWW.RDR.LINK/VAO003

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TECH TIPS

Tyre manufacturer Goodyear argues that fleet operators looking to streamline fuel costs need to start by looking at their tyres.

T YRES:

THE FIRST STEP IN FUEL SAVING

T

he fleet industry is facing significant challenges, with rocketing fuel prices leaving many operators eager for ways to streamline and economise.

One avenue that many could benefit from exploring is that of advanced tyre and fleet management solutions, and how they can help to increase uptime, improve databased decision-making and – crucially – yield fuel savings.

In 2017, research by the Road Haulage Association found that tyres were the second lowest area of fleet spend, accounting for just 2% of costs. What it seems many may not be aware of is just how much tyres can impact on other expenses. Goodyear has found that choosing the right tyres can have a significant impact on overall operating expenditure. With fuel consumption, specifically, just 1 bar of under-inflation can add 900 litres per year in costs per vehicle.

Goodyear’s Total Mobility offers a suite of data-driven monitoring and predictive analytics solutions, tailor-made for every fleet customer. It includes a unique toolbox of smart technologies and predictive

10 CVW JUNE 2022

solutions, with over 2,000 TruckForce service network locations providing a 24/7 road assistance breakdown service. And, of course, it includes tyres. Goodyear’s FUELMAX ENDURANCE range, for example, has been specifically designed with efficiency in mind.

Goodyear has also launched its Drive Results campaign, addressing the needs and pain points of transportation and logistics companies. The campaign is built around field data and core savings in terms of fuel efficiency, increasing uptime, managing costs and reducing admin.

The testimonials from Drive Results include one operator describing time savings of up to 15 hours when inspecting a fleet of 50 trucks. This led to £85,000 of potential cost savings per year, with the implementation of smart proactive monitoring solutions such as the CheckPoint (Drive-Over-Reader), DrivePoint and the Tyre Pressure Monitoring System. There are case studies of fleets even letting go of the spare tyres on its trucks, as they can rely on ServiceLine24h getting them back on the road within 120 minutes of a breakdown.

Lowering carbon footprint Creating added value and staying costeffective isn’t all fleet managers must consider. Whether improving air quality or lowering CO2 emissions and the fleet’s dependency on fossil fuels, tyres can play a vital role in tackling environmental challenges too. A smart tyre choice and effective management can reduce a fleet’s carbon footprint in several ways: ■ Rolling resistance – The lower the rolling resistance, the lower the tyre-road friction and the lower both fuel consumption and emissions. Low rolling resistance tyres can also further enhance the positive effects of eco-driving.

LRRs can also reduce emissions up to 4%.

■ Tyre pressures – Low tyre pressure leads to increased energy consumption and unnecessary CO2 emissions, with underinflation by 20% resulting in a 30% reduction in tyre life. Advanced tyre pressure monitoring systems such as Goodyear TPMS warn of any deviations in tyre pressures and temperatures.

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"Just 1 bar of under-inflation can add 900 litres per year in costs per vehicle."

Combined with telemetry, this data can be monitored constantly via centralised predictive and prescriptive tyre management programs, sending an alert to the driver and fleet manager in case of a potential breakdown risk, increasing uptime up to 90%.

■ Wheel geometry and axle alignment – Checks on wheel geometry and axle alignment are often neglected, leading to increased rolling resistance and irregular or increased tyre wear. Devices such as the Goodyear CheckPoint (Drive-OverReader) can quickly and accurately scan the tyre wear, pressure, load and tread depth, with just a quick scan every time a vehicle enters the depot.

■ Rolling radius – The more goods that can be carried, the greater the efficiency per vehicle, as getting more goods into fewer vehicles means less fuel used. Reducing the tyre radius – with or without reducing the rim diameter – can reduce chassis height, which in turn can increase the load volume in a truck or trailer.

Goodyear, as a mobility partner, is striving to help fleets optimise fleet/operational performance, reduce costs plus downtime and lower carbon emissions. As solutions become more integrated, the value of digitisation and how fleets respond to these challenges hold an even greater role in the future of the industry.

TO LEARN MORE ABOUT GOODYEAR TOTAL MOBILITY, WWW.RDR.LINK/VAO004

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BUSINESS & TRAINING

FILLING THE

KNOWLEDGE GAP CVW caught up with Steve Catterall, founder of S Catterall Ltd, Wigan-based specialists in vehicle workshop installations.

Welcome to CVW – can you give our readers the background story to S Catterall?

Q

Steve Catterall (SC): I’ve been in the vehicle industry for over 40 years in many automotive sectors. I originally started in the refinishing industry and in 1988 began working for myself, designing and installing body shop equipment and services. This led me into consultation roles for several independent and national accident repair companies.

The idea of S Catterall began 12 years ago following a role as Specialist Equipment Installation Project Manager for a major bus company and Transport for London’s 2012 Olympic preparation. Realising there was a gap in the market for consultancy in design and equipment fit outs in the commercial vehicle sector, and the installation engineers required, I employed a team of experienced pipe fitters specialising in compressed air and lubrication installations.

After a difficult few years of trying to make connections in the commercial/ fleet vehicle world, I am pleased to say we are now preferred supplier and consultants for some highly reputable commercial and bus vehicle manufacturers. We are a small family-run business that pride’s ourselves on the ethos of teamwork, high quality services and strong business relationships.

"We are a small family-run business that pride’s ourselves on the ethos of teamwork, high quality services and strong business relationships."

12 CVW JUNE 2022

Q

Can you tell our readers about some of the services the company provides?

Our specialist services are installations of compressed air, oil lubrication and exhaust extraction systems.

SC: We really do cover everything from the initial design of a ‘new build’ commercial vehicle workshop to full completion of workshop installation and commissioning mechanical and electrical packages – really, the full turnkey service. We supply and install workshop equipment, oil-monitoring systems and are currently extremely busy with ADR/Pet Reg. We also do bay refurbishments, installation of gas detection systems for CNG and LNG powered vehicles, new builds, and conversions.

Q

What work goes into a workshop installation?

SC: Each installation is tailor-made and different from the next. At the beginning of any project, we work closely with clients to understand their vision, needs and budget to ensure that our knowledge is underpinning the best possible working solutions to workshop design. If the planning is clear and correct, the installation should follow relatively easily.

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Q

What after-sales support do you offer?

SC: We offer annual servicing contracts on all equipment and systems that we supply and install and are always on hand for emergency call outs. We pride ourselves on a fast and efficient service to make sure all issues and call outs are rectified in a timely manner.

Q

Pandemic, supply shortages and issues with availability have all hit the headlines. How have you fared?

SC: Unbelievably, we managed to work throughout the whole pandemic and are busier that we have ever been, with increased turnover year-on-year. But that doesn’t mean it hasn’t been difficult. Our

main priority for the business was to keep all our staff in jobs and the business secure, financially, throughout and we are very grateful we have managed to do this.

Materials have not been too difficult to source, but we have been impacted by longer lead and delivery times due to the fuel shortage and increases in costs. Steel costs are a big problem now but in the big picture, we feel lucky to be in the position we are in.

Q

If you could sum-up the company in one sentence, what would it be?

SC: We excel in strong working relationships with clients always offering the highest of quality and standards with reliability and value for money.

FOR MORE INFORMATION ON S CATTERALL, WWW.RDR.LINK/VAO005

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BUSINESS & TRAINING

A CHILLING TALE Ireland’s Lenehan Transport has turned to VARTA Batteries to provide power for refrigeration overnight on long journeys.

L

enehan Transport is an Irish based transportation business specialising in moving temperature-controlled foods and meats, both fresh and frozen, from Dublin to Italy. The firm’s fleet of 31 Volvo Trucks is regularly on the road for many days at a time, with drivers resting overnight inside the cabin. A constant challenge the company faces is that of truck battery lifespan, and so they set out to discover what solutions exist to address the problem.

Each of Lenehan’s trucks and trailers is fitted with tracking systems ensuring they know the location of the fleet at all times, as well as the temperature of the goods on board. The refrigerated trailers are also fitted with Thermo King refrigeration units to ensure the foods are kept at the correct, controlled temperatures throughout the journey, which sometimes last up to five weeks at a time, as they travel across the continent and then return to Ireland. As the driver sleeps in the cabin during the evening downtime, there are plenty of comfort functions inside to make the rest periods as peaceful as possible; but with the increased number of electrical features now commonplace on these types of vehicles, additional power is needed during engine-off periods.

The maintenance process at Lenehan is to check each vehicle every five weeks, which includes a battery test. Very often the

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tests found that the batteries fitted as original equipment (traditional flooded lead-acid batteries) were not lasting much longer than 12 months before requiring replacement. The operation of the refrigeration equipment, and therefore the performance of the battery on board, is vital to the business. To address this, its Fleet Manager was looking for a longer lasting battery, one that avoided costly breakdowns during a trip across Europe.

"Traditional flooded leadacid batteries were not lasting much longer than 12 months before requiring replacement."

In December 2017 Lenehan’s mechanics sought advice on which VARTA CV battery product would be recommended as a best ‘fit for purpose’ option, with the VARTA C40 EFB being trialed and tested. Lenehan Transport was delighted with the performance of the VARTA C40 and they were rolled out across the fleet.

In 2019, additional electrical consumers such as I Coolers were introduced on the trucks. Also introduced were AdBlue tanks, taking up extra space which often makes an end of frame installation close to the rear axle necessary, meaning the fitted batteries were subject to increased vibration. High robustness and vibration resistance was therefore required.

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The VARTA ProMotive A1 AGM battery was designed in conjunction with leading vehicle manufacturers and is now fitted as original equipment by five of the big six; they trust this technology with their newest vehicles and agree it is the most reliable battery on the market. It has six times the cycle life of a conventional battery, and it can be cycled to 80% depth of discharge and still start the engine while a conventional battery can only manage 50% depth of discharge. Plus, it recharges up to 50% faster than conventional batteries and is also 100% leak proof.

Lenehan fitted the VARTA A1 AGM batteries to its trucks in 2019, and as of January 2022 they have experienced no battery issues, no jumpstarts and are still in good working order according to the fiveweekly checks. Fleet Manager at Lenehan Transport, Derek Lenehan says “Fitting the VARTA AGM’s has been a game changer.

Not only do these batteries last much longer

than the traditional batteries fitted before, but also we have had no breakdowns nor missed delivery slots as a result of battery failure. It’s really improved our business, plus the overall cost of battery purchases has gone down. I’m delighted with this product.”

TO FIND OUT MORE ABOUT VARTA, WWW.RDR.LINK/VAO006

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BUSINESS & TRAINING

MAHA UK supports Renault Truck Commercials with the installation of an ATF lane at the dealer’s new Felixstowe site.

PASSING THE TEST

I

n March, Renault Truck Commercials (RTC) officially launched its brand new authorised test facility (ATF) in Felixstowe. The one-and-a-half-acre site only opened in December 2021, and it wasted no time in bringing MAHA UK in to support the new installation, along with moving and upgrading the existing brake testing equipment from its previous site.

Justin Burrows, RTC Head of Aftersales East, was only too pleased to offer MAHA UK Sales Manager, Nick Austin, the opportunity to see the freshly painted ATF lane in person. The ATF features MAHA UK’s LMS 20.0 axle play tester and DVSA specification MBT 7250 EUROSYSTEM brake tester for HGV, PSV, along with Classes 4 and 7.

The axle play tester LMS 20.0 identifies the defects and wear of steering parts, wheel bearings, shock absorbers and suspension by lateral and longitudinal movement of the test plates in opposite directions.

Meanwhile, the test-lane compatible MBT 7250 EUROSYSTEM is designed to brake test trucks with axle loads of up to 18t. It is ideal for diagnostics in situations where workshops, dealers and fleets are servicing, repairing or testing large quantities of vehicles in quick time. Its large sensor roller, with a diameter of 100mm, guarantees measurable coverage across each of the tyre’s dimensions.

Justin was also on-hand to answer some questions surrounding the installation and RTC’s partnership with MAHA UK:

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Q

How did the MAHA UK and RTC relationship begin?

Justin Burrows (JB): “MAHA UK was chosen to become a supplier because the local sales and service team offered a customer-focused approach when dealing with our previous brake roller testers.”

Q

Why MAHA UK?

“This new facility means RTC Felixstowe can offer our customers on-site MOT testing, which will support business efficiencies, flexibility and reduce carbon usage.”

JB: “The quality of the roller brake testers and aftersales support is what stood out most; in particular, if we have any issues with our test facilities, MAHA UK will find a solution and offer, where possible, sameday service for breakdowns.”

compliance to the correct DVSA standards and value for money in terms of equipment.

“Nick worked closely with our contractors to ensure everything went smoothly and the completion dates were met.”

Q

Can you summarise the importance of MAHA UK Sales Manager, Nick Austin’s role?

Q

How will the MOT lane, once approved by the DVSA, alter the dynamic of the business?

JB: “Nick is a highly experienced workshop equipment sales manager. He has offered technical support and advice on many aspects of the RTC Felixstowe project to ensure

JB: “This new MOT facility provides RTC Felixstowe the opportunity to offer our customers on-site MOT testing, which will support business efficiencies, flexibility

and reduce carbon usage travelling to other test facilities.”

Q

Do you have any future plans that might include MAHA UK?

JB: “When investing in workshop MOT equipment, MAHA UK is a great partner to work with and we would contact Nick to discuss our requirements.”

Q

Is there anything else you’d like to add?

JB: “In relation to the project in Felixstowe, MAHA UK’s sales and installation teams offered a great service, including moving and upgrading some of our original brake testing equipment to the new facility. I would like to thank the MAHA UK team for the great service it provides Renault Truck Commercials.”

FOR MORE ABOUT MAHA UK, WWW.RDR.LINK/VAO007

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SPECIAL REPORT

THE POWER OF ADDITIVES Lucas Oil’s additive solutions can help operators avoid mechanical solutions and extend the lifespan of components.

I

n addition to supplying spare parts to workshops, independent CV parts distributors can sometimes be asked to recommend solutions for daily running problems. While a system failure may require a solution that involves component replacement, running issues can be addressed more simply.

“Additives can provide short- and longterm solutions,” says Dan Morgan, sales and operations director at Lucas Oil Products. “Good examples are squealing power steering systems or a transmission that doesn’t seem to be running smoothly.

We point out that additives can help to settle down problems quite quickly.”

Moreover, the benefits include extending the life of the component, which reduces waste, makes a positive impact on the operator’s carbon footprint and boosts its green credentials from an environmental perspective.

Transmission Fix is Lucas Oil’s fast and inexpensive solution for transmission problems. As well as sealing leaks and lubricating sticking bands, it helps to stop slipping and extends the life of the transmission fluid.

Stop squealing Power Steering Stop Leak is the additive manufacturer’s solution for a range of steering rack issues. As well as repairing leaks, it reduces slack, and eliminates squeals and hard spots on worn rack and pinions.

Workshop solutions that are achieved without having to strip a system down provide operators with several key benefits: “Wherever additives provide the solution, there is no vehicle downtime. Vehicle utilisation levels remain high and more time becomes available for maintenance on other vehicles in the fleet," Dan comments.

Consequently, the engineers at the fleet operators are increasingly keen to learn more about the additive possibilities. This is

18 CVW JUNE 2022

particularly the case with respect to preventive maintenance.

Few engine operating environments are the cause of more wear and attrition than drag racing. The surge in power required to pull from a standing start to speeds of over 200mph inside a few hundred yards makes significant demands on the engine, but trackside experience has proved the value of additives such as Heavy Duty Engine Stabilizer in preventing wear. These operating conditions may sound far removed from those experienced by the average truck fleet, but this additive was originally developed by the Lucas Oil founder Forrest Lucas to protect the engines in his own distribution truck engines.

Essentially, most engine damage takes place after a vehicle standing period that has allowed the oil to drain down into the sump. Internal components that are left without lubricant protection are exposed to increased wear and potential damage immediately after the re-start. The additive acts as both an engine oil fortifying agent, a defender of components against the dry start, whilst also extending the operating life of the engine oil.

The expansion and extension of low emission zones in UK urban areas ensures that emissions control and fuel efficiency are always foremost in the minds of the transport manager and the fleet engineer.

The independent CV distributor has tools

that can help them deliver the goods with fewer fears about incurring penalties.

An increase in fuel consumption can mean injector problems created by the build-up of tars and resins that are present as lacquers, which are impurities in the fuel.

If left behind, they coat the injectors and prevent a clean burn.

Dan continues, “Our Upper Cylinder Lubricant has become a first call for restoring pulling power and increasing fuel efficiency because of its reputation for flushing away these deposits and lacquers that build up and will eventually clog the injectors. Improving the burn helps to reduce harmful emissions, so UCL has also become a popular additive that’s used ahead of MOT tests. It’s a true cost saver when it helps a borderline case pass the annual test.”

Power take-off systems drive many more systems on road vehicles these days, especially by operators with customers in construction, agriculture or off-highway industries. Preventive maintenance is always better than cure, so any hydraulic fluid that drives a power take-off system could see a major benefit from a 10% charge from a product called Hydraulic Oil Booster and Stop Leak.

FOR MORE ABOUT THE LUCAS OIL ADDITIVE RANGE, WWW.RDR.LINK/VAO008

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BUSINESS & TRAINING

EV TRAINING FOR GREENER FLEETS With commercial fleets set to play an important role in the electrification of UK transport, Autotech Training is rolling out EV training for companies with electric fleets.

C

ome 2025, the UK fleet vehicle industry will account for 75% of all electric cars on the road. However, a major knowledge gap surrounding EVs and a lack of basic training is set to thwart employee usage. To help bridge this gap, Autotech Training, the training division of Autotech Group, is now delivering Levels 2-4 IMI, Electric Vehicle training to all employees within any organisation which is electrifying its fleet.

In the bid to decarbonise road transport, drivers are expected to make the switch to cleaner, greener vehicles, with local authorities, emergency services and company fleets expected to set the standard for this electric revolution. While many organisations are making the switch to electric and hybrid, the lack of employee training could render fleet electrification a ‘tick box’ exercise.

The high voltage nature of EVs introduces safety considerations and hazards. All employees that come into contact with electric and hybrid fleet cars during their day-to-day duties require training, enabling them to work alongside and operate them safely. In accordance with the Electricity at Work regulations, enforced by the Health & Safety Executive (HSE), all employers have a responsibility to ensure that employees are adequately trained – otherwise they may find themselves liable.

Autotech Group is the UK’s largest employment and training solutions provider for the automotive aftermarket.

Within its Milton Keynes headquarters, the company’s dedicated Autotech Training division offers IMI certified electric/hybrid training up to Level 4 from its EV Training Suite which features an electric car for hands-on learning.

Autotech Training also delivers all levels of its EV Training on the premises of any garage or business. This not only enables employers to keep travel expenses down but keeps downtime to an absolute minimum. Highly experienced trainers deliver the courses and bring an electric vehicle to enable candidates to put the theory into practice.

“It is vital that employees, whether they will drive an electric fleet vehicle or not, receive training to ensure they can safely work alongside EVs,” says Mandla Ndhlovu, Head of Autotech Training. “We offer on-site training, with an actual electric vehicle, to not only provide awareness, but the hands-on approach helps to demystify electric vehicles which is a major bottleneck in uptake.”

TO FIND OUT ABOUT EV TRAINING, WWW.RDR.LINK/VAO009

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AXLES & SUSPENSION

A GUIDE TO

AIR SUSPENSION MAINTENANCE BPW outlines its air suspension offering for 9 tonne axles and provides some best practice advice for servicing and maintenance.

A

ir suspension maintenance very often receives cursory attention within the statutory periodic inspection cycle. However, it is an important sub-assembly and is responsible for connecting the trailer chassis to, and distributing the load onto, the axle.

It must also be remembered that in an air suspension system, the axle beam is an important component of the suspension system. The connection between the axle beam and the trailing arm is key to the performance of the suspension.

Both suspensions provided by BPW, Airlight ll Round and ECO Air, provide the same physical properties, allowing the company to offer solutions to cater for different types of trailer design and operating conditions. In order to understand the maintenance requirements of an air suspension system, it is worth spending a little time understanding the principles of the operations.

The suspension system on a vehicle

Airlight II Round

20 CVW JUNE 2022

BPW offers two types of air suspension for 9 tonne axles – the conventional sprung steel trailing arm of the Airlight II Round and the cast trailing arm of the ECO Air. comprises the tyres, air bags, trailing arms and bushes. It allows relative motion between the trailer chassis and the road whilst still giving support. The suspension system contributes to the vehicle’s roadholding and braking performance to ensure that the trailer’s payload is given the best possible ride quality.

ECO Air The design of a suspension system is generally a compromise, and this is more so with a trailer where the difference in ground weight varies so much between unladen and fully laden. It is really important to ensure that the tyre is kept in contact with the road at all times, as this is

all that gives the vehicle its braking adhesion and lateral stability.

In terms of maintenance, the regime is quite straightforward and involves periodic inspection for wear and damage and checking the security of the fastenings. The air bags contribute very little to roll stability (around 7%). Stability is mainly provided by the axle beam and the two trailing arms which combine to form a large ‘U’ shaped anti-roll bar.

It is essential, therefore, to ensure that the ‘U’ bolts are kept tight. Different types of suspension have different sizes of ‘U’ bolts and different requirements for torque settings and methods of checking. BPW’s service manuals give the procedures for the different suspension systems that it produces. The presence of corrosion around the interface between the spring saddles and axle beams is a tell-tale sign that the assembly is loose, and attention is required to prevent further secondary damage to the axle beam from movement between it and the spring saddle.

020_CVW_JUNE22_Layout 1 19/05/2022 14:18 Page 21

ECO Air

Torque settings The U-bolts on the BPW suspension ranges are designed to stretch when tightened to the correct torque and therefore must be replaced along with the nuts and washers if the assembly is dismantled. It is essential to use the correct tightening method settings on U-bolts.

Air bags Air bags need to be inspected for damage, leaks and perishing: this is best done during the statutory periodic inspections. The air bags are made of rubber which naturally starts to age immediately after the manufacturing process is completed. In more recent years legislation has dictated that ageing additives must comply with the new directives and this has shortened the life of air bags.

Perishing manifests on the roll of the air bag where the rubber rolls under adjacent to the piston, and particular care should be given to inspections in this area. Look at the piston for signs of damage from stones or contact with kerbs or loading bay reversing guides. If the ride height of the suspension is incorrect, or if the trailer has too much slope, then this will cause the air bags to either stretch out or ride on the internal bump stops. Either of these situations will cause damage.

Trailing arms Trailing arms need very little attention, save to check for damage. Where single leaf trailing arms are used, BPW always fits a catch plate: this is a strip made from galvanised steel that encompasses the trailing arm and is trapped under the spring plates in the area of the U-bolts. If a trailing arm breaks, the catch plate will hold the axle in place until the vehicle can receive attention in the workshop. This will prevent the tyres and air bags from damage due to the axle becoming grossly misaligned.

The catch plate should always be

“The design of a suspension system is generally a compromise, and this is more so with a trailer where the difference in ground weight varies so much between unladen and fully laden.” replaced in order to maintain this safety feature. Any detritus that has built up between the catch plate and the trailing arm should be removed periodically. Dirt buildup in this area will encourage damp which will eventually corrode the top of the trailing arm leaving it vulnerable to breaking. The rubber bush in the eye at the front of the trailing arm gives little trouble.

It can be checked by attempting to move the trailer with the brakes on: there should be no more than 2 or 3 mm of movement between the trailing arm and the hanger bracket in the Airlight II suspension.

On the ECO Air suspension, a different method of checking for bush wear is used.

This is detailed in the BPW workshop manual. In all cases, the trailing arm pivot bolt should be kept at the correct torque. If the bolt is loosened or removed, then it should be tightened with the trailing arm set up at the normal ride height for the suspension. This will ensure that there is no excessive wind-up of the rubber bush.

Shock absorbers Shock absorbers will need to be checked for leaks and security. Again, this is a task for the periodic inspections. It is the shock absorber’s job to ensure that the tyre is kept in contact with the road surface. The shock absorber on a trailer axle is designed to work with a maximum axle load of 9 tonnes. If the trailer is not fully loaded, then the shock absorber is over-damping the axle.

Sometimes, during manufacture, the shock absorber can be overfilled with oil and this is ejected when the trailer is first used.

The oil is ejected as a fine mist and covers the body of the shock absorber. This should be wiped off initially and all should be well, but if misting re-occurs or oil runs down the body of the shock absorber, then it could be faulty and may need to be changed. It is important to keep the shock absorber fixing bolts at the correct torque or it will run loose and the fixings will become damaged.

All air suspensions are designed to run at specific ride heights and if the trailer is used with the suspension set up at a different height, then damage can occur to air bags, bushes and U-bolts. Some axles are cambered and any deviation in ride height will change the angle of the axle to the horizontal. This will translate the camber into toe-in or toe-out and result in accelerated tyre wear.

FOR MORE INFORMATION WWW.RDR.LINK/VAO010

JUNE 2022 CVW 21

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AXLES & SUSPENSION

TRAILERS GET SMART

T

he humble trailer is no longer the Cinderella of commercial vehicle transport equipment, according to trailer specialists at IMS. Trailer specification has often been a secondary consideration for transport operators involved in the vehicle acquisition decisionmaking process, with the main focus being on the high tech tractor units.

Trailer technology has come along in leaps and bounds in response to the transport industry’s need to squeeze every iota of efficiency from their fleets. The trailer is fast becoming more intelligent and therefore able to make a greater positive contribution to the cost-effectiveness of the semi-trailer combination. Far from being just a metal chassis with sundry

"The trailer is fast becoming more intelligent and able to make a greater positive contribution to the cost-effectiveness of the semi-trailer combination."

IMS explains how trailer technology has advanced to become a key consideration for fleet operators. components attached, now fleet operators want a sum of integrated parts that together offer meaningful benefits: weight optimisation, enhanced handling characteristics through steering technology, tyre pressure monitoring, powered and energy recovery axles, plus performance and maintenance data in real time.

IMS, a new member of the SAFHOLLAND Group, has long been aware that in delivery and distribution, every kilo counts which is why it has worked consistently on developing payloadoptimised axles like the INTRADISC plus INTEGRAL. The company’s latest development of the ten-spoke wheel end design and weight-relieved brake caliper together reduce the weight by 24kg on a triaxle trailer, which is not insignificant. But importantly, none of this weight saving is made at the expense of performance or longevity. Canny operators are also seeing

the benefits of fitting the SAF TIRE PILOT system to their SAF trailer axles. The system accurately monitors tyre pressure continuously and maintains minimum pressure in the event of puncture damage.

The system aims to reduce tyre wear and save fuel. It also means that spare wheels need not be carried, providing a further weight saving and thereby increasing efficiency.

Low maintenance axles Fleet operators necessarily spend a lot of their time managing the whole-life costs of their commercial vehicles and in this respect, SAF axle-equipped trailers generally acquit themselves extremely well. SAF axles are very low maintenance by design and come with some of the longest warranties in the industry. The new SAF INTRA PC (Premium Coated), developed for semi-trailers operating in the harshest weather conditions, comes with a 10-year anti-corrosion warranty on the additional coating.

The industry is now seeing technological developments that will both enhance vehicle efficiency and make life easier for transport operators. Trailer telematics allows fleet managers to keep tabs on performance and maintenance schedules in real time. Powered trailer axles are with us now and are making huge improvements to vehicle handling in difficult off-road driving conditions, and energy recovery systems for trailers are in production.

FOR MORE ON IMS LIMITED, WWW.RDR.LINK/VAO011

JUNE 2022 CVW 23

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AXLES & SUSPENSION

Tecalemit highlights the importance of considering steering and suspension components during MOTs.

T

he annual MOT test for commercial vehicles plays an important part in the maintenance calendar of a fleet manager. Beyond the legal compliance to have all fleet vehicles covered by a valid MOT test certificate, there is also the need to ensure the fleet workshop is preparing the fleet vehicles to MOT standards. Not only will this help to secure a high rate of first time MOT pass, but also to maintain fleet reliability and safety between the annual test inspections.

Whist periodic checks of CV braking systems feature highly on any operators safety regime, there is also the need to consider steering and suspension components. Detecting wear and play in steering and suspension joints can be made easier and quicker by installing Tecalemit DVSA approved MOT play detectors, known affectionately as shaker plates. This allows all the vehicle maintenance technicians to subject the vehicle to the same standard of test procedure that is used

CHECKOUT THE

JOINT in DVSA MOT Authorised Test Facilities.

By testing to the same standard, technicians can identify and rectify and potential MOT failure items prior to the test. This can save significant vehicle downtime that arises from dealing with a MOT failure together with all of the time consuming return visits to the workshop and back to the testing station for re-test.

Tools to help The Tecalemit DE/7353 Commercial Vehicle Hydraulic Play Detector consists of two electro-hydraulic recessed floor plates. A single axle is presented to the play detector plates and the technician controls the movement in four directions using a simple hand control with integral illumination. This allows the steering and suspension joints to be examined for wear in a safe manner whilst avoiding the need to handle the road wheel or use pry bars to identify steering and suspension joint movement. The hands free operation allows a single user to inspect the vehicle and identify any pre-MOT test component repairs and replacements.

With a 16 tonne axle capacity, the Tecalemit unit is suitable for testing HGV and PSV Vehicles. With the vehicle resting naturally on its road wheels, there is no risk to the technician of trapping fingers whilst undertaking the test routine. With a choice of an in-pit or surface mounted hydraulic pump assembly, together with cabled or Bluetooth hand control options, the Tecalemit CV Play Detector can be retrofitted into existing workshop operations.

WANT TO KNOW MORE? WWW.RDR.LINK/VAO012

24 CVW JUNE 2022

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AXLES & SUSPENSION

WHAT YOU NEED TO KNOW ABOUT

SHOCK ABSORBERS febi takes CVW readers through the essentials behind shock absorbers.

S

ince springs have the capacity to oscillate when the vehicle is travelling over uneven ground, the vehicle can start moving excessively. This can lead to a loss of road contact with the tyres. To prevent spring oscillation, shock absorbers are required to dampen the oscillation to a minimum and to keep the tyres in contact with the road for a comfortable and safe ride.

Oil flow Piston with valves Bottom valves

Gas and oil Conventional shock absorbers are mainly produced as hydraulic telescopic shock absorbers in a single or twin-tube design. In the heavy commercial vehicle sector, mainly twin-tube gas pressure shock absorbers are used. The shock absorbers are filled with special shock absorber oil and a small amount of gas, which is usually nitrogen.

Oil flow through the valves

The gas is needed because of its property to be compressible. When the piston rod is pushed into the shock absorber, it displaces the oil into the outer tube. The increase of volume of the push rod inside the shock absorber is compensated by the compressible gas, which decreases its volume.

Dampening characteristics Piston Rod

Gas

As vehicles are constructed in various configurations and have different weights, every shock absorber must have specific dampening characteristics according to the vehicle it is applicable for. Chassis shock absorbers work hydraulically and the moving of the chassis is compensated by transferring the moving energy into friction

Shock absorber oil

Piston and bottom valves

Shock absorber construction Typical shock absorber force-displacement graph

26 CVW JUNE 2022

"Only shock absorbers with suitable dampening characteristics can bring optimal dampening performance required for road safety and comfort." energy. The friction is created by pressing the oil through the piston valves and bottom valves while the piston is moving.

The different dampening characteristics can be achieved by the construction of the piston and the bottom valves where the oil is being pressed through. Their principle is based on the fact that the resistance to the flow of the displaced shock absorber oil depends on the flow velocity. It is not linear, but rather progressive, i.e., it increases with the flow velocity.

The push and pull forces are measured in comparison to the speed the piston rod moves in and out of the shock absorber.

Only shock absorbers with suitable dampening characteristics can bring optimal dampening performance required for road safety and comfort.

Wear and its consequences Shock absorbers are subject to wear. Various aspects influence service life and wear and tear, such as mileage, road condition, and the weight of the vehicle. Over time, the dampening performance decreases. This is a slow process, which the driver often does not recognise. For example, a loss of 50% of the dampening performance can result in a 20% extended braking distance when the optimal road contact cannot be achieved.

The driver assistance systems are also very dependent on shock absorbers and a perfect chassis suspension.

026_CVW_JUNE22_Layout 1 19/05/2022 14:42 Page 27

Leaking shock absorber

Typical braking distance from 50 mph with a shock absorber performance of

100%

50%

Difference

Without ABS/EBS

37.5 m

39.1 m

4.30%

With ABS/EBS

38.2 m

43.6 m

14.10%

Without ESP

30.7 m

33.5 m

9.10%

With EBS

30.3 m

36.4 m

20.10%

Brake distance comparison

Brake distance comparison Besides the longer braking distance, a vehicle with a poor shock absorber performance may break away in road bends and crosswind sensitivity may increase. This is particularly dangerous for heavy trucks because of their high centre of gravity and large wind-exposed area. In addition, the truck may dive under braking, making the vehicle unstable. Tyres wear out faster and driving comfort decreases.

Are the shock absorbers still okay?

Truck drivers should ask themselves this question regularly. But not every driver can answer this question sufficiently. The fact that the shock absorbers are worn out or defective can be noticed, above all, by significantly poorer driving comfort and in changed steering behaviour. If the tyre tread is not worn evenly, but varies in depth

or is uneven over the tyre circumference, this also indicates defective shock absorbers. When the piston rod seal is leaking and the shock absorber is losing a significant amount of oil, which is easily visible on the outside, it should be replaced as soon as possible.

If there is any doubt about the condition of the shock absorbers, a professional workshop should be visited immediately. Trained specialists can detect defective shock absorbers and replace them professionally. In heavy commercial vehicles or buses, safety should always be the focus to not endanger other road users and to avoid dangerous driving situations and accidents.

FOR MORE DETAILS ON FEBI, WWW.RDR.LINK/VAO013

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AXLES & SUSPENSION

THE RIGHT STEPS WITH HUNTER

T

here are several benefits that regular wheel alignment checks can have on commercial vehicles, including reduced fuel consumption, tyre wear, emissions and even driver fatigue.

Traditionally, wheel alignment servicing has been seen as a time-consuming process especially when it comes to multi-axle vehicles such as HGVs, making it an operation that is often overlooked by many operators and a challenging service for workshops to sell.

However, workshops equipped with the WAHD alignment system from workshop equipment manufacturer, Hunter, can carry out fast and accurate wheel alignment diagnostics for multi-axle trucks in only four minutes. This means it’s now quicker than ever to save money on fuel and tyre costs or highlight a paying work opportunity to customers.

A standard wheel alignment procedure typically requires technicians to carry out 17 different operations which can take around 15 minutes in order to generate the alignment reading. With the Hunter system, the much simpler and slicker process requires only seven steps, which are all completed in just four minutes.

Wheel alignment specialist Pro-Align outlines how workshops can quickly perform a multi-axle wheel alignment check with the Hunter WAHD, step by step.

STEP ���: Steer caster

STEP ���: Mount the sensors Remove the wheel clamps (with the alignment sensors mounted) from their charging station and fit them to each of the wheels. As you fit each of the clamps and alignment sensors, make sure they are all unlocked, so they freely hang horizontally and are switched on ready to communicate wirelessly with the alignment console.

STEP ���: Roll forward to compensate

STEP ��� : Position the vehicle In preparation for the wheel alignment check, the tractor unit needs to be positioned just behind the system’s turnplates with the steering wheel set straight ahead. Turn off the engine, not forgetting to leave the brakes off, in preparation for the rolling compensation check.

Place the Hunter Truck Pusher behind one of the vehicle’s wheels where you can still see the alignment console screen. Then, simply set the pusher into action and continue moving the vehicle forward until the indicators on the alignment console screen turn green. The front wheels should now be directly on top of the turnplates. Stop and wait for the readings to load. This completes the compensation check including toe, camber and scrub angle. The alignment measurement figures are now displayed on the screen.

If your vehicle requires a caster measurement the Hunter system will automatically prompt you to carry this out. Move into the cab and follow the alignment console screen instructions, turning the steering wheel from left to right as indicated, before returning it to the straight-ahead position.

STEP ���: Print the results Simply print out the alignment results which clearly indicate where any of the alignment readings are outside of the vehicle manufacturer’s recommended tolerances.

STEP ���: Sell the service That’s it, in just four minutes you have a clear printout of the results. Where correction is indicated by the measurements in red, your team can now make the necessary corrections ensuring tyre wear is reduced and fuel economy is increased.

STEP ���: Select your vehicle From the alignment console, create a work order and recall the correct vehicle specification from the comprehensive list available.

TO FIND OUT MORE ABOUT WAHD, WWW.RDR.LINK/VAO014

JUNE 2022 CVW 29

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DIAGNOSTICS

THE

RIGHT TOOL FOR THE JOB CVW caught up with Martin Brown, director, Repairify Innovations to discuss what role diagnostics has to play in the CV sector and how the right diagnostics solution can save your business time.

30 CVW JUNE 2022

Q

How would you sum-up diagnostics in the CV arena at present?

Q

Martin Brown (MB): CV diagnostics is a

MB: There are several qualities that technicians look for in a complete diagnostic calibration system. The first, and most important, is that the tool reduces key-tokey times in their workshop. This will bring costs down whilst boosting efficiency, leading to higher customer satisfaction rates.

Second, and also very important, is the speed at which the diagnostic system operates. A high-speed and nimble tool makes the day-to-day diagnostic scanning and dynamic calibrating a breeze for the

constantly evolving area with a multitude of different diagnostic solutions on the market today. From tablets to dongles to remote services, the CV arena is awash with competitive and effective diagnostics options. One common issue in diagnostics is the need to use OEM equipment to be able to complete work. A lot of work requires bypassing secure gateways, coding in new modules, or reprogramming vehicles, all of which count on OEM tools.

We believe we have the answer to this issue, without having to spend copious amounts on more equipment and licencing.

At Repairify we’ve created an all-in-one tool that will put your workshop ahead of its competition. A tool that does all the local diagnostics functions with ease, but also gives the customer access to a wealth of OEM equipment and IMI qualified technicians. The remote services available on the diagnostics tablet allow the user to connect to our network of OEM tools overthe-air and have dealer-standard, exclusive work completed on their vehicles.

What do CV technicians want from diagnostic calibration systems?

"Being able to read and clear faults, and engage in functions such as DPF regens, steering angle sensor resets or calibrations, and ABS bleeding, is essential for a diagnostics tool."

030_CVW_JUNE22_Layout 1 19/05/2022 15:25 Page 31

mechanics. Technicians also look for a diverse variety of functions in a diagnostic tool. Being able to not only read and clear faults, but to also engage in special functions such as DPF regens, steering angle sensor resets or calibrations, and ABS bleeding, is essential for a diagnostics tool.

Finally, the latest sought after capability that’s important for technicians is the ability to keep otherwise outsourced OEM work in their repair lanes thanks to the diagnostics tool. If a system can provide remote expertise for jobs that otherwise require dealer-only equipment, on top of the local use, then it kills two birds with one stone.

Q

How do Repairify’s diagnostic systems reduce key-to-key times?

MB: We design our tools to minimise lead times and maximise workshop productivity by helping technicians get to and through the scan faster. The speed and agility of our tools means the user can save time and get back to the business of making safe, quality repairs.

Q

However, the most valuable weapon in our diagnostic system’s armoury to reduce key-to-key times is the remote service.

Typically, the workshop would have to send vehicles to the main dealer or use a subcontractor to complete work requiring OEM tools. This can take weeks, especially if the dealership is backlogged, but using our tool you can book in a session usually the same day and have the work completed as soon as possible. Having OEM tools and trained technicians able to get jobs done the same day can shave weeks off the key-to-key times.

What after-sales support does the company offer?

MB: At Repairify, we pride ourselves on our customer support and have a dedicated support team ranging from qualified technicians to IT specialists. Our customer support team are on call from 8:30am to 5:30pm every weekday and are trained in IT and workshop support. We bolster our phone-line support with our direct technical support option, which gives our team the ability to control the software on any tablet and fix issues themselves, providing customers with a complete support service.

As mentioned before, we also offer remote diagnostics services post-sale.

These provide customers with access to our entire collection of OEM tools and technicians which allows for OEM work such as pre- or post-scans, coding, and calibrating to be offered post-sale.

FOR DETAILS OF REPAIRIFY'S TOOLS, WWW.RDR.LINK/VAO015

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DIAGNOSTICS

A MORE FLEXIBLE APPROACH TO DIAGNOSTICS With the introduction of mega macs X this January, Hella Gutmann has increased the scope of its range of diagnostic tools. The company’s UK head, Neil Hilton, explains what the new tool has to offer the commercial vehicle workshop.

T

he mega macs X aims to fundamentally change the operational method and communication with the vehicle from a diagnostic standpoint, providing a flexible solution that can adapt to the LCV requirements of the commercial vehicle fleet workshop.

Reflecting the world in which we live, Hella Gutmann has taken this formula and translated it into the world of LCV diagnostics to produce a fully scalable device that can provide the highest level of multi-brand capability and has made it able to communicate with a workshop’s existing IT infrastructure.

The mega macs X provides flexibility and an array of options when it comes to both the hardware and software configurations. It allows CV workshops to choose whether they wish to combine their existing desktop browsers or tablets with the mega macs X or move to a totally mega macs-driven platform. This flexibility means that should a workshop’s requirements

change, then it is able to change the mega macs X setup to match.

Thanks to the different software modules that are available, workshops also have a choice when it comes to the scope of the services that can be accessed. This flexibility ensures that the workshop is always able to gear its requirements to the appropriate software module.

Advanced diagnostics Not only is the mega macs X different from previous diagnostic solutions in its approach, it’s also very different in appearance, as it has neither a display nor a keypad. At a first glance, the wired OBD plug with integrated LED lighting, looks like a modern, neatly designed Bluetooth VCI, but this future-orientated and most flexible of solutions is also the most advanced diagnostic tool Hella Gutmann has ever developed. It incorporates the processor, diagnostic software and integrated diagnostic protocols, which

includes among others, the CAN FD and DoIP for the latest LCV models, and communicates on a wireless basis.

The design comprises sophisticated details such as a useful cable duct and a magnetic surface, and the compact dimensions mean it can be placed easily on the charging tray when not in use. A green LED progress bar on the front and back of the device indicates active vehicle communication when performing diagnostic work.

The mega macs X approach also allows workshops to stay in control of their overheads, as beyond the one-off costs to purchase the mega macs X hardware and relevant SDI X software, the only ongoing costs are for the associated annual licence, which obviously includes any updates and system improvements as they are issued.

Naturally, the mega macs X is equipped with ADAS calibration software as a standard feature. In addition, however, it also comes with a CSM (Cyber Security Management) function.

This means that instead of having to register individually with each VM portal to obtain diagnostic releases for their vehicles, and subjecting themselves to extensive checks and potentially significant extra costs, a one-time authentication, activated by proof of identification by passport or identity card, is all that’s needed for a mega macs user to have a clear path to work on all vehicles with a security lock, at the usual diagnostic depth.

All these functions and its flexible useability clearly puts the mega macs X at a different level to any other diagnostic tool on the market and sets the trend for the future of LCV diagnostic management.

FOR MORE ON THE MEGA MACS X,

32 CVW JUNE 2022

WWW.RDR.LINK/VAO016

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TOOLS & EQUIPMENT

AN EMERGENCY LIFT VCS relies upon a set of Stertil Koni heavy-duty mobile column lifts to increase efficiency and throughput at its modern workshop in Bradford.

V

ehicle Conversion Specialists (VCS) operates from state-of-the-art facilities in Bradford and Bolton with a combined size of 70,000 sq ft. From these sites, the company produces a wide range of emergency vehicles including the E-DCA – the UK’s first fully-electric ambulance and the only zero-emissions ambulance to be in active use on the frontline in Europe.

Based on the company’s proven, lightweight dual crewed ambulance (DCA), the E-DCA uses a tried-and-tested heavyduty electric powertrain. The result is a zero-emissions ambulance that can achieve speeds of up to 75mph, an effective range of 110 miles and a charging time of just 4.25 hours. This proven performance means that the E-DCA offers ambulance services the opportunity to take the important first step

in electrifying their ambulance fleets.

In order to boost throughput within its Bradford workshop, VCS decided to purchase a set of four heavy-duty mobile vehicle lifts, type ST1075FSA, from Stertil Koni. Each lifting column provides a safe lifting capacity of 7.5 tonnes so that, when used as a set of four columns, the combined lifting capacity is 30 tonnes.

The ST1075FSA heavy-duty lifts incorporate Stertil Koni’s ebright smart control system which allows workshop staff to operate the lifts from any column in the set. Featuring full-colour touch screen consoles, the system has been designed and developed to simplify operation by providing maximum visual information about every lifting operation. For added safety and performance, it also shows how many columns in the set are being used.

Enhanced safety

WANT TO KNOW MORE?

34 CVW JUNE 2022

WWW.RDR.LINK/VAO017

All columns incorporate the company’s maintenance-free, synthetic runner wheel system, which is self-lubricating, and the system is covered by a lifetime guarantee.

An integral advanced hydraulic lifting system incorporates a microprocessorcontrolled synchronisation feature to ensure safe, smooth and precise movement at all times, even in the event of extremely uneven load distribution. Safety is further enhanced by an independent mechanical locking system, incorporated into each column, which allows technicians to securely lock the lift to prevent a vehicle from being inadvertently lowered.

In addition, the ST1075FSA provides a maximum lifting height of 1.85 metres which is reached in just 75 seconds, thereby making it one of the fastest commercial vehicle lifts available. The mobile column lifts are used by VCS to simplify vehicle conversions throughout a daily two-shift pattern totalling 19 hours. Depending on workflow, the lifts are used to raise between four and six vehicles a week which comprise various sizes of commercial vans including Fiat Ducato, Man Modular and Peugeot PTS.

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A VANTASTIC TOOL TruTac has introduced TruVan, the new compliance tool for van and LCV operators.

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rom 21 May 2022, all van operators (or cars with trailers) over 2.5 tonnes, based in England, Scotland and Wales, will need a standard international goods vehicle operator licence to transport goods for hire or reward in the EU, Iceland, Liechtenstein, Norway and Switzerland. In response to this, TruTac has launched TruVan. The product includes an app and web-based ‘back-office’ management system to enable all van operators to comply with DVSA best practice and operating guidelines while efficiently managing their fleet all in one place.

“TruVan is a unique software product which simplifies compliance and full fleet management by providing a one-stop-shop to help keep van operators legal while saving time and money," says TruTac’s Managing Director, Jemma James.

According to the company, the product ensures minimum risk exposure and compliance with rules and legislation and comes as an all-inone system with driver app. Company directors are also afforded protection, while being provided with demonstrable reporting and dashboards for full audit control. This makes driver and vehicle management and maintenance easier than ever before.

“The system is designed as a modular system, within a single portal,” adds Jemma, “and has the built-in flexibility to grow with each individual business.”

“The system is designed as a modular system, within a single portal” adds Jemma “and has the built-in flexibility to grow with each individual business.”

TruVan modules include clocking for hours and timesheet control, GPS location-tagged app, walkaround checks with DVSA templates, fully configurable templates with accident reporting, compliance best practice, driver licence DVLA checks and vehicle maintenance and planning. All feature online document management and storage for full and complete audit trails.

FOR MORE ON TRUVAN, WWW.RDR.LINK/VAO018

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TOOLS & EQUIPMENT

POWER PACKS

CVW spoke to Rotronics to find out about the correct use of power packs and what to look out for if you are going to invest.

I

f you are having to store vehicles for long periods of time without them being used, then a power pack will often be the tool that enables the vehicle to get mobile again. However, you need to consider why the batteries have been allowed to go flat in the first instance, and what potential irreversible damage has been caused by allowing the batteries to become deeply discharged.

Power packs can also be used as a source of remote power supply, to support the

trailer floor operation when a truck is not attached. However, it is essential to ensure you validate the suitability of the pack for this application, as it may cause damage to the power pack batteries. Where power packs become a fundamental necessity is at the roadside, when dealing with a vehicle non-start. However, it’s important to remember that a boost start is merely a temporary fix of an underlying issue that needs workshop attention.

In many instances power packs are used as a direct result of poor maintenance and lack of regular testing and charging of the vehicle’s batteries. The risks of failure can be greatly reduced by simply introducing regular pro-active inspection and charging of batteries as part of routine maintenance.

Tech Tips

n Power packs should not be used for

prolonged periods. They should provide bursts of energy when a vehicle has broken down. n A power pack should be used in a oneoff situation. It is not a battery charger.

36 CVW JUNE 2022

n You must follow all the instructions

n n n

n n

carefully to ensure that you don’t cause any irreversible damage and reduce the performance and life of the power pack.

Incorrect use can cause danger in overheating and excessive gassing.

The unit should always be switched off, not live, when connecting to the power pack.

It is very important to use the correct voltage setting as this being incorrect can damage the ECU’s and vehicle electronics.

Charge it up immediately after use, and it needs to be kept on full charge.

Rotronics doesn’t recommend using a cheap power pack because that means that you are using cheap batteries within the unit. There is no such thing as a low cost, reliable, lightweight, high performance power pack.

FOR DETAILS OF ROTRONICS POWER PACKS, WWW.RDR.LINK/VAO019

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ALIGNING TYRES RL Automotive has introduced a tyre management platform which enables fleet managers to reduce running costs, increase safety and limit the environmental impact of their operation.

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he tyre management platform has been introduced by RL Automotive as transport industries striving to balance commercial considerations with safety, compliance and the general ‘green’ issues of the day.

One such system, AutoAlign – recently launched in the UK, following a £2m/24month development project and part funded by UK’s clean air programme – is a dynamic and unique real time vehicle monitoring module designed to combat the problem of wheel misalignment. According to RL Automotive, this condition is unknowingly suffered by a third of all

commercial vehicles and around half of all cars and vans in the UK. During the development of AutoAlign, industry research gathered by RL Automotive concludes that on UK roads today, there are 18.7 million vehicles operating with incorrect wheel alignment – a potentially dangerous and costly condition which can go undetected for months.

Low-cost solution Currently, wheel alignment inspection is not part of scheduled maintenance or MOT tests. However, misalignment results in excessive fuel costs and uneven tyre tread

abrasion which in turn can lead to tyre failure, accidents and excessive particulate emissions – a major environmental threat, as identified by the World Health Organisation.

AutoAlign is a low-cost solution consisting of sensors fitted to the steering axle to detect wheel misalignment as soon as it occurs. RL Automotive’s cloud-based servers automatically alert fleet managers so that they can take remedial action, saving fuel costs and excessive vehicle emissions.

WANT TO KNOW MORE? WWW.RDR.LINK/VAO020

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TOOLS & EQUIPMENT

ROLL INTO LINE A

utomotive Equipment Solutions UK is offering the latest JOSAM Cam-aligner wheel alignment system to the UK transport industry to help diagnose and correct misaligned vehicles which, the company says, represent around 60% of the UK industry.

As JOSAM’s sole distributor, AES claims the Cam-aligner is a compact, mobile and easy-to-use system. The system uses patented camera technology used on many European truck production lines.

AES UK Director Tom Coad, explains: “This easy-to-use system lines up all axles to the vehicle frame and, with just a half turn of the wheel, readings are sent to the laptop or tablet to allow instant diagnosis

38 CVW JUNE 2022

and subsequent live adjustments. Then the operator can make the adjustments in the inspection pit or ramp with their tablet or laptop at the ready.

“Less advanced wheel alignment systems typically just check from the drive axle or hang off the wheel itself but because many of these can be out of alignment or, in the case of wheels, damaged, it’s very difficult to get accurate, repeatable readings” According to AES, one degree out of alignment between the wheels can cause a 10% deficiency in tyre wear, resulting in increased fuel consumption. Also, argues Tom, the ongoing mechanical stress caused by serious misalignment will compromise the vehicle’s performance and drivability

Even a slight wheel misalignment can cause tyre wear, creates air pollution and can end up costing operators more in fuel. AES is aiming to solve the problem with the latest wheel alignment system from JOSAM. while, from an environmental standpoint, continual tyre abrasion greatly contributes to air pollution as microparticulates are dispersed into the atmosphere.

“This is where the Cam-aligner comes in,” continues Tom. “The advantage is that, owing to the lightweight mobility of the system, if required, technicians can go straight to the vehicle to carry out all requisite checks and corrections and the operator saves on the downtime and cost of having to send the vehicle back to the dealer.” In this regard, Tom points out that the system is approved by Mercedes-Benz Truck, Bus & Van, and is recommended by Scania, Volvo Truck and Bus, and Renault Truck and Van. With the right equipment, quickly diagnosing a truck is the easy part of wheel alignment. The more difficult and timeconsuming part of the process, AES argues, is performing the adjustments and corrective measures. Having the right equipment is one thing, but having the correct training, commercial vehicle expertise and back-up support is also necessary.

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Commenting further regarding the contributory factors to air pollution and the problem of harmful emissions through excessive tyre wear, Tom comments: “There are numerous studies which share the common conclusion that tyre wear is a major source of air pollution. Our own recent industry research found that 60% of vehicle operators only attend to tyre wear issues once a problem has been identified.

This ‘reactive’ approach highlights two key areas of concern: firstly, incorrect alignment increases rolling resistance and therefore increases fuel consumption; secondly, incorrect alignment results in premature tyre wear and once a tyre has started to wear unevenly it is virtually impossible to correct, so it will continue to wear unevenly.

Taking this approach, the costs to business and the environment are significant.”

AES UK recommends a policy of proactive tyre management because, as Tom explains, even the smallest axle displacement left undiagnosed can cause a noticeable effect. The JOSAM Cam-aligner software, along with the wheel alignment aspect, also has an in-built tyre management system which allows you to store tyre pressures and tread depths for a particular vehicle alongside the ‘before and after’ wheel alignment reports.

If, for example, one wheel rolls 5mm per metre to the right and the other wheel rolls 5mm to the left, the wheels will constantly attempt to diverge from each other, which causes rolling resistance, uneven tyre wear and increased fuel consumption.

“By using an effective wheel-alignment solution," concludes Tom, “operators of most vehicles, including HGV, PSV and LCV, can reduce tyre failure and improve road safety while keeping transport and environmental costs down.”

TO FIND OUT MORE WWW.RDR.LINK/VAO021

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WHAT’S NEW?

NORTON SANDING DISCS

KNIPEX MULTILAYER AND PNEUMATIC HOSE PIPECUTTER The KNIPEX 90 10 185 Pipe cutter for multilayer and pneumatic hoses makes life easier in the workshop thanks to the low force required to operate it, making the tool easy on the hands even in continuous use.

The tool is ideal for all liquid, multilayer and pneumatic hoses or pipes commonly available on the market in the wide application range from 4 to 20 mm.

The pipe cutter also features an automatic opening with a spring mechanism, which is useful for repetitive work. The tool has an exchangeable blade made of high-strength special grade steel, which is oil-hardened and tempered. The blade uses a design that produces clean, burr-free cut surfaces, and there are supporting base plates that hold the hose or pipe at a perfect right angle in relation to the blade.

Adding to its vast array of products, the Norton Multi-Air Blaze A995 prides itself on its sharp design, smooth cut, fast finish, and ultimate strength. These all contribute to cost and time savings through less sanding time and greater material removal. The disc features ultra-premium ceramic grain and extremely sharp abrasive grains which boost performance and remove more material, while producing much less dust.

The Multi-Air Blaze A995’s all-new exclusive backing design is said to provide strength, with tear resistance well beyond any flexible paper on the market. The hook and loop backing is reinforced with polyester to provide exceptional edge adhesion of the grain. Even in the most demanding sanding jobs, grain loss is virtually non-existent, resulting in outstanding durability.

The Multi-Air Blaze A995 range also features Norton's No-Fil® water-based stearate coating. The No-Fil® coating prevents clogging and ensures users get the superior finish they need while minimising user fatigue, rework, and endless consumption of discs.

Perfect for coarse and medium sanding jobs, the product can be used in automotive, marine, composite, and many more industrial applications.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO023

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO022

HELLA GUTMANN DIAGNOSTIC TOOL Hella Gutmann claims its range of diagnostic tools has a reputation as being among the leading devices in the field, but with the introduction of the macsRemote, the specialist reckons it has changed the game.

The macsRemote is said to provide diagnostic access to newer LCVs that even the most up-to-date aftermarket tools cannot cater for and allows CV workshops to legitimately access VMs own tools, to diagnose diagnostic faults and activate solutions, from the moment they join the fleet.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO024

40 CVW JUNE 2022

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PREMIER PITS PIT COVER Premier Pits have added a new cover to its range of pit safety range. The Premier Hinged Cover (patent No. E2—886-747-B1) is an air operated fall restraint made up of individual banks of 2.5m steel mesh panels. Each panel is operated by pneumatic cylinders connected to a central control box for an easy one person operation. The stairs of the pit are covered by individual sections which are manually lifted, and have the additional benefit of acting as a hand rail for ingress and egress.

Pit covers are becoming increasingly common in workshops across the UK, following health and safety guidelines, and in some countries, it is a legal requirement. Premier Pits offer a wide variety of options to cater for health and safety around the pit, however retrofitting covers, such as retractable covers, can require extensive groundworks to form storage areas for the cover, or, if this is not possible, the pit length must be reduced, meaning a loss of working space. The Premier Hinged Cover enables clients to protect their staff with minimal disruption whilst keeping the maximum working space.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO025

LASER TOOLS HGV RANGE From the Laser Tools HGV range of specialist tools is the S-Cam brake spring lever (part number 8056) that is specially designed to allow the operator to quickly and easily remove and refit the brake shoe retaining springs on HGV drum brakes.

Forget rough and ready, dangerous methods of unhooking and reconnecting the brake shoe retaining springs: simply hook onto the spring loop and press down.

The length of the lever located against the axle makes this an effortless and safe procedure. The tough plastic handle ensures a safe grip. The 8056 S-Cam, the fast and safe lever designed for the quick and easy removal and fitting of HGV drum brake shoe springs, is available from Laser Tools stockists now.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO026

040_CVW_JUNE22_Layout 1 19/05/2022 15:29 Page 42

WHAT’S NEW? BREMBO BRAKE PADS & DISCS Brembo has introduced a new aftermarket range of brake pads dedicated to heavy-duty vehicles. The company has also completed its replacement discs offer with new Co-Cast and Splined solutions tailored to the needs of these vehicles.

The braking system for commercial vehicles is subjected to repetitive thermo-mechanical stress, which the brake disc must withstand effectively. This range of brake discs respond to this need with specific technologies and adaptations to match the characteristics of heavy-duty vehicles. These include the use of a special cast iron alloy for commercial vehicles, exclusive pillar venting technology and a cocasting process. This is said to lead to greater heat dissipation, resistance to thermal cracking and an increase in the life of both the brake discs and pads, even in extreme conditions.

Brembo has also worked on a full range of brake pads dedicated to commercial vehicles. Made from more than 30 different materials, brake pads have been developed and specifically designed for all types of heavy-duty vehicles – trucks, buses, trailers and semi-trailers – and their applications. All the brake pads guarantee the perfect braking efficiency, avoiding the fading effect and providing a reduction of braking distance during the running-in period. Covering more than 95% of commercial vehicles in Europe, the new wide range of replacement parts includes 100 unique part numbers of new brake discs as well as 67 brake pads. Both of the latest introductions come with all of the tailored-made applications for a fast, complete and safe braking system replacement.

WANT TO KNOW MORE? GO TO WWW.RDR.LINK/VAO027

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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 Limited ............................................................ (page 42)

Mannol ........................................................................ (page 28)

www.rdr.link/VAO100

www.rdr.link/VAO110

Bailey Morris Limited .................................................. (page 17)

Mirka (UK) Limited ...................................................... (page 11)

www.rdr.link/VAO101

www.rdr.link/VAO111

Castrol UK Limited ...................................................... (page 19)

Norbar Torque Tools Ltd ............................................ (page 39)

www.rdr.link/VAO102

www.rdr.link/VAO112

Castrol UK Limited ...................................................... (page 27)

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

www.rdr.link/VAO103

www.rdr.link/VAO113

Castrol UK Limited ...................................................... (page 35)

Robert Bosch Limited ................................................ (page 25)

www.rdr.link/VAO104

www.rdr.link/VAO114

Castrol UK Limited ...................................................... (page 41)

Schaeffler Automotive Aftermarket (UK) Limited ........... (page 9)

www.rdr.link/VAO105

www.rdr.link/VAO115

Eclipse Automotive Technology Limited ..................... (page 31)

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

www.rdr.link/VAO106

www.rdr.link/VAO116

Liftmaster Limited ...................................................... (page 37)

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

www.rdr.link/VAO107

www.rdr.link/VAO117

Maha UK .................................................................... (page 22)

VL Test Systems Limited ............................................ (page 33)

www.rdr.link/VAO108

www.rdr.link/VAO118

Mann & Hummel UK Limited ........................................ (page 4)

VLS (UK) Limited ........................................................ (page 15)

www.rdr.link/VAO109

www.rdr.link/VAO119

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