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The trade magazine for servicing and repair professionals
COMMERCIAL
VEHICLE WORKSHOP MARCH 2022
A MAJOR MILESTONE The 100-year history behind one garage equipment distributor's success
Also in this issue… An overview of the latest compliance information from DVSA ■ Identifying and correcting a brake fault on an MAN TGS Euro VI ■ Your chance to attend the British Truck Racing Championship! ■
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CONTENTS
Volume 19
Issue 3
REGULARS
16
5
Viewpoint
12 Business & Training
6
News
46 Digital Digest
11 Tech Tips
48 What’s New?
SPECIAL REPORT 14 One company celebrates its 100-year anniversary
FUELS, LUBRICANTS & ADDITIVES 16 The lubricants industry and its role in a greener future 18 Analysing the continued delay to the heavy-duty lubricant specifications 20 An eco-friendly alternative produced from an unlikely source
COMPLIANCE 22 An overview of the latest DVSA information 26 Exploring the complexity behind emissions compliance 28 Why points don't mean prizes with OCRS 31 Simplifying the process of managing your fleet’s compliance
26
DIAGNOSTICS 32 Toby Clark outlines the questions to ask when in the market for a diagnostic package 35 Identifying and correcting a brake fault on an MAN TGS Euro VI 38 Finding the best method for tackling battery-related issues
AIR CONDITIONING 41 Understanding the working pressures of R134a systems 42 Why performance is essential for the comfort and safety of drivers 44 How to benefit from A/C servicing
COMPETITIONS & GIVEAWAYS
42
45 Win a CVW Lighting Bundle from Unilite 47 Your chance to attend the British Truck Racing Championship
MARCH 2022 CVW 3
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VIEWPOINT
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YOU’RE HIRED!
Editor CIAN BRITTLE Editorial Assistant
L
FREYA COLEMAN Group Editor KIERAN NEE Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk. Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2022
ast month, it was National Apprenticeship Week (7th to 13th February). Apprenticeships will always be crucial to the future health and prosperity of our industry, but they have become increasingly important in the wake of the pandemic. It was reported that, during the height of the pandemic, there was a 63% drop in apprenticeships in the automotive sector as a whole. Most stats seem to talk of the automotive sector “as a whole” and this blurs the focus on the commercial vehicle industry. Even then, when the emphasis is placed on the skills gap in our industry, it is more often than not targeted at the lack of HGV drivers, with little to no mention of HGV technicians. Neither of these is a new issue, but both remain unsolved. This is not for lack of trying, however; there are plenty of companies putting in schemes today to benefit the industry tomorrow. According to figures released by Logistics UK, there are around 30,000 HGV technicians in the UK currently; crucially, these figures also revealed that, unless action is taken soon, more than half of these vacancies will be left unfilled. Already this year, Norbar Torque Tools has hosted a series of virtual careers evenings for young people potentially interested in two engineering apprenticeships on offer. Wanda Stewart-Lee, Norbar’s Head of HR, commented: “The pandemic has made the job market a tougher environment than ever for young people. For manufacturers like us, it is extremely important that we do everything we can to equip young people with the skills to progress in their career. Though COVID-19 continues to make in-person events unfeasible, we still hope to give all of the advice and information to attendees hoping to go into engineering through these virtual events.” Meanwhile in the wider world of automotive manufacturing, TMD Friction has announced its plans to recruit even more apprentices. Currently, the Hartlepool-based company employs 18 apprentices in a range of disciplines across the business, while a further 12 full-time staff are completing apprenticeship qualifications to support their development within the business. As part of its commitment to investing in the next generation of talent, TMD has confirmed it will be looking to attract at least five new apprentices into the business during 2022. While these are positive signs for HGV technicians as we move into the future, we also look at the driver shortage on page 12; specifically, what Seetec Outsource is doing to tackle the crisis and get the industry back on the road again through the Urban Driver apprenticeship. Lloyd DeVal, Director of Sector Skills at Seetec Outsource, explained: “The Urban Driver apprenticeship clearly demonstrates how apprenticeships are helping to tackle an ageing workforce, the pandemic, and changing restrictions following Brexit.” There’s clearly plenty to be positive about; with a focus on the next generation, we can ensure the skills shortage is consigned to history. Enjoy the issue and have a great month!
8,459
Cian B rittle Editor
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
MARCH 2022 CVW 5
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NEWS
“Apprenticeships essential to tackling skills shortage” Logistics UK says that apprenticeships are essential to tackling industry skills shortage.
The CV Show returns in 2022 Visitors can now sign up for free admission to the 2022 Commercial Vehicle Show as this year’s event returns in Birmingham from the 24th-26th May. The Commercial Vehicle Show is renowned for attracting hundreds of exhibitors representing a broad spectrum of vehicle manufacturers, trailers and equipment suppliers bringing the latest products, services and technology solutions to the industry. The annual business event is platform to see product launches, re-engage with existing contacts and connect with key decision makers, creating new growth opportunities for operators of all sizes. This year will feature exhibitors such as Ford, Harris Maxus, Whale Tankers, Trakm8 and TotalKare.
At the start of National Apprenticeship Week 2022, Logistics UK is urging its members to take advantage of the apprenticeship schemes available to develop the next generation of talent the industry needs to keep the UK’s supply chains operating effectively. Alex Veitch, Deputy Director – Public Policy at Logistics UK, comments: “With more than half of decision makers reporting that apprenticeships and workbased learning will be vital for the future of their organisation – according to Logistics UK’s 2021 Skills and Employment Report – maximising the opportunities afforded by
apprenticeship schemes will be essential in overcoming the skills shortage faced in the logistics industry. The government recognises the value of these schemes and has shown a commitment to growing the opportunities for apprenticeships in the industry. In 2021 it increased the available funding to £7,000 for a Category C + E licence HGV Driver apprenticeship and created a new “Urban Driver” Apprenticeship for Cat C only with funding of £5,000. With these and many other apprenticeships in place, it is the perfect time for logistics companies to take advantage of these opportunities.”
“Despite the challenges the industry has faced in recent months, it is time to look ahead, to prepare businesses for the future.” As 2022 unfolds, the commercial vehicle sector continues to feature multiple challenges, from short term shortages in resourcing, to long-term fleet planning and preparation towards the end of sale of conventionally fuelled vans in 2030 and HGVs in 2040. A host of show content will be available to help visitors address these challenges, including the return of a series of expert panel discussions. Panellists will also field questions from visitors, as part of live theatre sessions across all three days at the NEC. Murray Ellis, Show Director, said: “Despite the challenges the industry has faced in recent months, it is time to look ahead, to prepare businesses large and small for the future.”
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DAF Trucks announces its latest generation DAF Trucks has started extensive field tests in the final phase of its new generation of distribution trucks. These will share the DNA of the New Generation XF, XG and XG+, promising the highest levels of quality, safety, efficiency and driver comfort. This launch has been a success all over Europe, even being crowned ‘International Truck of the Year 2022’. With an orderbook of nearly 20,000 units before production officially started in early November, the threesome broke all
records in the 93-year history of the Dutch truck manufacturer. These trucks make use of the same platform as the new long-haul and heavy duty trucks, the first commercial vehicles developed with the new European Masses & Dimensions regulations in mind. Just like their stablemates, these will aim to push the boundaries in terms of road safety, efficiency and low emissions, as well as driver comfort. The new series will become available in addition to the wide range of the popular and versatile DAF CF trucks.
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Commercial vehicle production rises 11.3% SMMT finds that British commercial vehicle production rises 11.3% to 73,600 units, but remains -14.4% down on prepandemic five-year average, driven by home delivery demand. UK commercial vehicle (CV) production grew 11.3% in 2021, following the worst year on record (dating back to 1933), with 73,600 of the latest vans, trucks, taxis, buses and coaches leaving factory lines, according to the latest figures released today by the SMMT. Parts shortage Despite the global semiconductor shortage – a by-product of the Covid-19 pandemic – CV manufacturers demonstrated their resilience, securing component supply allowing production lines to remain fully operational. Growth was largely driven by an increase in sales of rigid 2 axle trucks and
vans as demand for home deliveries soared during lockdowns. December’s output grew 3.2% to finish off a robust year, given the challenging business environment. Pandemic after-effects While this is positive news, it must be viewed in the context of a Covid-ravaged 2020, which saw social distancing measures and lockdowns throughout the year badly affect manufacturing capabilities. The 2021 performance, although an improvement on 2020, was still -14.4%, or some 12,356 units, down on the five-year pre pandemic average. Over the course of the year, production for the UK increased by more than a quarter (27.3%), while manufacturing for overseas markets was broadly stable, down just -0.6%. Despite this, more than half (51.2%) of all output was exported, with the bulk heading to EU markets (93.2% export share).
Elec tric van uptake grows SMMT finds that market outlook forecasts 2.0% growth of sector for 2022, with electric vans to increase by 81.3%. While it was the weakest start to a year since 2013, January has historically been a volatile month due to the intermittent nature of fleet renewal. The decline follows what was the best January for 31 years in 2021, when new models and deals saw registrations reach 24,029 units, up 2.0% even on a pre-pandemic January 2020. While diesel remained the dominant fuel type for commercial vehicles, with a 94.3% market share, demand for battery-powered vans grew 21.4% with 647 units registered, some 3.7% of the overall market. Electric van uptake is predicted to climb significantly this year as a result of key new model launches, by 81.3% to 23,130 units, which would represent 6.4% of the market, compared with 3.6% or 12,759 units in 2021. This means roughly one in 16 new vans will be fully electric in 2022.
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NEWS Forthcoming European licence rules for van operators TruTac is giving UK van operators an early heads up about legislation in May that will affect those with LCVs above 2.5 tonnes across international borders that are engaged in hire and reward. From 21st May 2022, companies using vans or other light goods vehicles weighing between 2.5 and 3.5 tonnes for hire and reward will require a ‘Goods Vehicle Operator’s Licence’ to drive in the European Union. This includes crossing from Northern Ireland into the Republic of Ireland. The move is part of the UK/EU Trade and Cooperation Agreement. New changes One of the many conditions of the licence is the appointment of a dedicated transport manager, with a valid Transport Manager Certificate of Professional Competence (TM CPC) qualification. The UK Government has said some operators may be able to obtain a temporary exemption from the TM CPC requirement if they have “appropriate experience of managing light goods vehicles in the form of temporary transport manager status”. Another condition is for the company to demonstrate financial standing to run the business with a minimum of £1,600 available for the first vehicle and an extra £800 per additional vehicle. As with HGV operators, assets must also be kept safe and in good condition. All safety inspection and maintenance records undertaken must also be retained for a minimum of 15 months. TruTac believes operators should be prepared for the new regulations, regardless of their status.
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Collett completes 180-tonne delivery to wind farm Collett has completed a delivery of 180-tonne super grid transformers to Neart Na Gaoithe wind farm. Following its delivery of two 160-tonne shunt reactors, Collett was appointed to provide a door-to-door service for both super grid transformers. Working with its partners, Collett transported the loads from the client’s factory to port ahead of their journey to the UK. Shipping in to the Port of Sunderland, the two transformers were discharged from the vessel using a 550t strut crane and landed onto the company's 14-row flat top trailer. From here, Collett was on hand to undertake the transport operations. Logistical challenge This included driving them onto the vessel and securing the transformers for a 20-hour journey to EDF UK’s Power Station, transporting them five-miles to the onshore substation site, then travelling under Collett’s private escort and with road closures on the A1 to Innerwick junction. Here, both transformers were transported with rolling road closures on the minor roads to facilitate safe passage to site. Under the pull of a single 8x4 tractor unit, they reached Innerwick Junction where a second tractor unit was added at the rear
providing additional traction, travelling in a push/pull formation. This formation was then strengthened on final approach with a third tractor unit, effectively double-heading the combination along the two and a half mile internal challenging track to the construction site. Delivering over two consecutive days, and with adverse weather conditions having an impact on the accessibility of the site roads, for the second of the transformers, the team employed a fourth tractor unit to complete delivery. With one unit pushing the loaded 14 row flat bed and three to pull, it provided the required traction to deliver the final 180-tonne super grid transformer to the desired location. Having delivered the super grid transformers to the substation site, both were offloaded and installed onto their respective bunds by Collett Heavy Lift, utilising specialist hydraulic jacking and skidding equipment and completing stage two of the project.
“The two transformers were discharged from the vessel using a 550t strut crane and landed onto their 14-row flat top trailer.”
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Seetec Outsource aims to tackle HGV crisis Seetec Outsource is working in partnership with Breedon Group to attract new urban drivers to tackle the HGV crisis and get the industry back on the road again. The new apprenticeship standard was approved for delivery in December 2021, and Seetec Outsource and Breedon Group have worked together to recruit drivers from across the UK to start the apprenticeship. The Urban Driver apprenticeship has been designed to help ease the driver shortage and encourage new and younger drivers into the ageing HGV workforce.
“With 39,000 fewer HGV drivers employed from last year and more set to leave the industry, the Urban Driver apprenticeship is more important than ever.”
Renault Trucks extends range
With 39,000 fewer HGV drivers employed from last year and more set to leave the industry, the Urban Driver apprenticeship is more important than ever. The apprenticeship focuses on short-haul journeys in towns and cities that often do not require overnight routes and it is hoped that this will attract potential candidates who may have steered away from traditional HGV work patterns in the past. It also provides drivers with the opportunity to gain a Class 2 license for vehicles weighing between 3.5 and 32 tonnes in as little as four to six months.
Renault Trucks announced that is extending its range with the launch of the Renault Trucks Trafic Red edition. For more than 35 years, Renault Trucks has been putting its expertise in HGVs and its expertise in the conversion marketplace, coupled with its LC dealer network, to use for the benefit of LCV operators. In 2022, the LCV market is expected to remain very dynamic. To meet the newly-launched Trafic Red Edition will be available in 2022, initially in France, Belgium, Switzerland, Ireland, and the UK.
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TECH TIPS
SHOCK AND AWE Shock absorbers are closely linked to safety, so defects in these components can be just as dangerous as faulty brakes or steering. Juratek therefore recommends that shock absorbers should be checked as often as brakes. Here, the company specifies some of the symptoms to look out for.
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he information provided here is designed to assist in understanding the important role of the shock absorber and to assist in detecting faulty shock absorbers. Here are some classic symptoms:
Patchy tyre wear
“Damage to the piston rod can be caused by corrosion or tools. This results in wear to the seats and oil leakage to occur.”
Damaged mounting can be caused by overloading a vehicle.
Damage to the piston seal causes the oil to flow past the piston in an uncontrolled way which decreases oil pressure. The lowering of oil pressure reduces the cushioning force.
Steering wheel vibration
Truck dips excessively when braking
Broken mounting can be caused by a sudden impact or collision. Damage to the piston rod can be caused by corrosion or tools. This results in wear to the seats and oil leakage to occur. Excessive body roll (especially in high winds)
Damage to the seal can cause leakage of hydraulic fluid. Defective shock absorbers can increase your braking distance. Excessive tyre bounce on bad road surfaces Addtional note: Damage to the body can be caused by accidents or road debris. Any such damage will prevent or slow down the piston rod as it goes back and forth.
FOR MORE INFORMATION ON THE AVAILABLE RANGE, WWW.RDR.LINK/VAL001
MARCH 2022 CVW 11
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©Tomasz Zajda/AdobeStock
BUSINESS & TRAINING
IN THE
DRIVING SEAT As the HGV driver shortage shows little to no sign of improving, Seetec Outsource highlights what it is doing to tackle the crisis and get the industry back on the road again.
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ast month was National Apprenticeship Week. The theme was ‘Build the Future’, something which the Urban Driver apprenticeship aims to achieve. The new apprenticeship standard was finally approved for delivery in December 2021, and apprenticeships and skills expert Seetec Outsource has supported Breedon Group, one of the UK’s leading providers of construction materials, to recruit 30 drivers from across the UK to start the apprenticeship. The Urban Driver apprenticeship has been designed to help ease the driver shortage and encourage new and younger drivers into the ageing HGV workforce. An estimated 268,000 people were employed as HGV drivers between July 2020 and June 2021. This is 39,000 fewer than in the previous year and a staggering 53,000 fewer than the peak for HGV driver employment four years ago. With yet more set to leave the industry, the Urban Driver apprenticeship is more important than ever, with nearly a quarter of lorry drivers expected to leave the industry in the next three years, according to the largest ever survey of HGV drivers by Pertemps. The Urban Driver apprenticeship focuses on short-haul journeys in towns and cities that often do not require overnight routes and it is hoped that this will attract potential
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candidates who may have steered away from traditional HGV work patterns in the past. The apprenticeship provides drivers with the opportunity to gain a Class Two license for vehicles weighing between 3.5 and 32 tonnes in as little as four to six months. Breedon, which has now taken on its third cohort of driver apprentices, knows the value and flexibility that apprenticeships bring to their workforce.
The learning experience Kimberley Jamieson, Breedon Urban Driver apprentice, comments: “Working in the construction industry was something I wanted to do from the age of 16; however, it wasn’t something that was encouraged 15 years ago. I have also been interested in driving, and in my previous role as a Prisoner Custody Officer, I was transporting prisoners and people in custody – dealing with their care, welfare, and security – on a day-to-day basis. “I’d really like to help bring more women into the industry by communicating my positive experience. I feel this apprenticeship is providing me with a great opportunity to learn new skills, and it’s never too late to turn your hand to something new!” Michael Gaughan is one of Breedon’s four successful drivers who achieved a distinction following the completion of their
apprenticeship with Seetec Outsource in 2021. Michael and the rest of his apprentice cohort are now all competent relief drivers based in varying locations. Michael explains: “I like driving and it is a change from where I previously worked in retail management. Driving is providing me with a much-improved work-life balance. I am delighted to have achieved a distinction and I am looking forward to the future with Breedon.” Lloyd DeVal, Director of Sector Skills at Seetec Outsource, concludes: “Breedon is a great example of a large organisation that has embraced the flexibility and empowerment that apprenticeships bring to the workplace. We work closely with all our employer partners to ensure that apprenticeships are fit for use and are as compatible as possible with the demands of the businesses we support. “The Urban Driver apprenticeship clearly demonstrates how apprenticeships are helping to tackle an ageing workforce, the pandemic and changing restrictions following Brexit.”
FOR MORE INFORMATION ON THE URBAN DRIVER APPRENTICESHIP, WWW.RDR.LINK/VAL002
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SPECIAL REPORT
Plymouth-based Tecalemit Garage Equipment is celebrating its 100th birthday in 2022. Here, the national garage equipment distributor discusses the long history behind its success.
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he epic journey began at No. 10, Little Portland Street, London. Through an amalgamation of the Thecia company of Switzerland and Alemite company of America, the name Thecalemite was established. Originally supplying specialist grease-dispensing equipment, the company expanded rapidly as the demands for automotive greasing equipment grew at a pace. In the UK, the operating organisation suggested that the name Thecalamite was changed to Tecalemit and the rest, as they say, is history. It is interesting to note that Alf Thompson, the company's very first salesman, bought and ran his own car when he started, at his own expense, because the company could not afford to do so. That car, a Citroën, ran over 200,000 miles, and later, an Austin 12, which he bought secondhand, covered 240,000 miles.
New beginnings The very first original equipment order that the company received was in 1924 from the Sunbeam Motor Company for hexagonal nipples and grease guns, which were standard equipment on the Sunbeam 14/40 cars. By 1927, Tecalemit had supplied lubricating equipment for the Supermarine Napier S3 Aircraft, which won the Schneider Trophy outright. Electric clocks (six volts) for vehicles, made in Switzerland for Tecalemit’s French operation, were also imported and sold in the UK.
The evolution of Tecalemit’s branding over the years
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A MAJOR MILESTONE By 1928, Tecalemit was growing up very rapidly, for in April of that year, the company claimed to have standard equipment business for guns, nipples, and/or filters from 90% of British motorcycle manufacturers, 85% of British motor car manufacturers, and 98% of British commercial vehicle manufacturers. Machinery used in 51 different industries had been equipped with a Tecalemit lubrication system and the company’s name appeared on Army, Navy and Air Ministry contractors lists. Due to expansion in business, the factory moved from Little Portland Street to Mitre House, Scrubbs Lane, Willesden.
In 1929, Sir Henry Seagrave, in his Golden Arrow car, broke the land speed record at 231 miles per hour. His car was equipped with Tecalemit equipment. Tecalemit was now well established as a major automotive equipment supplier and, in 1930, the company hit on the idea of regular servicing for vehicles and invented the Tecalemit Service Station. The idea proved a winner and, within a very short space of time, there were more than 3,000 service stations based on the original Tecalemit idea.
Expanding horizons To cope with increased expansion, a new factory was found with more room. Situated on the Great West Road of Brentwood, it saw Tecalemit on the move again. Products listed in the company’s catalogue at this time included an electric brake tester. This saw the Tecalemit name associated with brake performance testing long before the concept of the MOT test was introduced.
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Today, the Tecalemit DE9700 series of commercial vehicle brake testers carry out hundreds of thousands of brake safety tests to MOT standards across the UK. With heavy duty 15kw motors, epicyclic gearboxes with soft start, and automatic recording of brake test results, the Tecalemit DE9700 makes it easy for HGV fleet operators to record periodic safety check results.
To new heights During 1934, the company started marketing on a hire basis the Adersol/Pneugrippa tyre treatment machines. These were hired out to many garages, motor race tracks, and the Metropolitan Police. This machine cuts slots across the treads of tyres, and the system certainly improved tyre to road adhesion considerably. Tecalemit’s association with the commercial vehicle tyre continues today with its range of professional HGV tyre changing, wheel balancing, and alignment systems. The range of Tecalemit HGV tyre changers are available with four jaw or six jaw clamping mechanisms, together with a wireless remote control option for even easier operator use. During 1938, Tecalemit took over the marketing of all garage equipment manufactured by Laycock Engineering Company, Sheffield, and this arrangement strengthened Tecalemit’s range of vehicle lifting equipment. Today, commercial vehicle lifting applications are covered by Tecalemit’s range of specialist lifts including heavy duty mobile columns and parallelogram lifts.
Moving to Devon In July 1947, site works for a new Plymouth factory was started. By 1948, the new factory at Plymouth was officially opened by the Lord Mayor of Plymouth. Production of guns started on 14th June 1948. In this period, the T.K.S Aircraft De-Icing System was being fitted by Vickers, De Haviland, Short, Miles, Bristol, Hanley Page, Avril, and Percival for the de-icing of wings, fins, and air screws.
“Today, the Tecalemit DE9700 Series of commercial vehicle brake testers carry out hundreds of thousands of brake safety tests to MOT standards across the UK.” By November 1950, Tecalemit was promoting its new Syndromatic commercial vehicle automatic chassis lubrication system. Advertisements from the period depicted the unit being fitted to popular HGV chassis, such as, Vulcan, Sentinel, Seddon-diesel, A.E.C, and Scammell. By 1961, British Filters became a whollyowned subsidiary. Tecalemit became a holding company and Tecalemit Engineering was formed. Further merger and acquisitions saw Tecalemit become part of Siebe Gorman and Company in 1970 The Tecalemit Factory site at the Plymouth Marsh Mills roundabout was, with the exception of HM Dockyard, the largest employer of labour in the district. Its introduction made a big contribution towards the rehabilitation and economy of this famous West Country city, which suffered so much during the Second World War.
Today, the roundabout at March Mills is still referred to as the Tecalemit Roundabout by many who live in the Plymouth district.
The company of today In 1998, Tecalemit Garage Equipment Ltd moved to their current premises in the Plympton district of Plymouth. This created the Tecalemit of today, which is widely known by HGV garage equipment distributors and workshops throughout the UK. With a large team of equipment specialist and engineers, the team supply ATF specification HGV MOT equipment, vehicle lifting equipment, tyre bay, and lubrication equipment across the UK. Tecalemit Garage Equipment is a fullyfledged member of the Garage Equipment Association and is an elected Council Member. The systems at its head office in Plymouth are fully ISO9001:2008 compliant.
FOR MORE INFORMATION ON TECALEMIT, WWW.RDR.LINK/VAL003
MARCH 2022 CVW 15
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FUELS, LUBRICANTS & ADDITIVES
A GREENER FUTURE
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he UK has committed to carbon neutrality by announcing that the sale of internal combustion engine vehicles and hybrids will end by 2030 and 2035 respectively; what’s the opinion of Andrew Goddard? Mr. Goddard has warned that the lubricants industry faces significant challenges to its products, customers, and markets in the near future, but backed the sector’s record of innovation to evolve with the changing times to take new opportunities. Whether vehicles are powered by electric or hydrogen in the future, he says there will still be a demand for lubricants. “Regardless of the market sector, the future could well be ultra-efficient engines running on low carbon fuels that use biosynthetic finished lubricants made from sustainable sources,” he adds. “We have always been an industry driven by change, from new automotive standards to the advent of synthetic base stocks that underpin the performance of our finished products, and latterly the move to new sustainable sources of raw materials and environmentally-compliant products. “It seems that at every turn we are confronted by a new set of regulations and a
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Andrew Goddard, Executive Chairman of Morris Lubricants and the new President of the UK Lubricants Association (UKLA), has his say on the role the lubricants industry has to play on the path to a greener future. new set of market standards. I say that is a positive step because a constantly changing environment is essential for companies, keeping us on our toes and ensuring that we remain competitive as our own future survival relies on constant innovation. “Regulation ensures that we continue to meet market expectations and exceed our customers’ exacting standards. Even the ending of the sale of internal combustion engine vehicles will drive innovation built on better performing multi-purpose oils
and lubricants that are environmentally acceptable.” UKLA members are already developing specially tailored lubricants for electric and hydrogen vehicles and new formulations are being manufactured using more sustainable raw materials, such as corn, maize, soya, and even hydro-based. “The next 100 years will be typified by companies that can capitalise on the fourth industrial revolution,” continues Mr. Goddard. “The nature and characteristics of our society may well change faster over the next generation than they have over previous decades. “Global economies will still need to manufacture goods, the service economy will still need to cater for people’s needs, there will still be mass transportation, international trade will still need to take place and both people and goods will still need to get around. Our sector can enable mobility, we can support the free flow of goods across national borders, we can underpin international trade and personal transportation if, and only if, we are seen to be part of the solution and not part of the problem.”
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Mr. Goddard is the second person from Morris Lubricants to become UKLA president, with former Chief Executive John Alton having held the post in 2012. Having been Vice President for eight years, he has agreed to become President for two years and has stood down as Chairman of the Verification of Lubricant Specifications, a subsidiary of the UKLA. “It is a huge honour and I am very proud to be UKLA President,” he says. “I must thank Morris Lubricants for supporting me and allowing me the time to give to this important role. It’s an exciting time with certainly some challenges ahead, but there will also be a lot of opportunities created as well.” Mr. Goddard is the great-great-grandson of James Kent Morris, founder of Morris Lubricants. The company has been manufacturing lubricants in Shrewsbury since 1869 and is one of Europe’s leading oil blenders and marketers. Exporting to countries around the world, the company has a reputation for upholding the UKLA’s high standards with the quality of its products, research and development, and customer service.
FOR MORE INFORMATION ABOUT MORRIS LUBRICANTS’ HISTORY AND ANDREW GODDARD’S PROGRESSION THROUGH THE COMPANY, WWW.RDR.LINK/VAL004
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FUELS, LUBRICANTS & ADDITIVES
HEAVY-DUTY HOLD UP CVW spoke to David Wright, Company Secretary of the Verification of Lubricant Specifications (VLS), about the continued delay to the European lubricant specifications for heavy-duty vehicles.
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David Wright
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he European Automobile Manufacturers Association (ACEA) sequences identify relevant performance standards for lubricants, specifically tailored to the European market, based on the engine type. When selecting the right oil to use in a customer engine, the ACEA sequences are an essential piece of information, providing reassurance that a particular engine lubricant meets the minimum quality levels for the vehicle and is suitable for use in that application. ACEA reviews the sequences regularly to ensure they align with lubricant and OEM development. In April 2021, ACEA published new light-duty sequences, known as ACEA 2021. These replaced the previous sequences, dating back to 2016. According to ACEA, the new sequences were released to address engine developments being driven by a combination of regulatory and performance needs, complemented by necessary test maintenance requirements.
Many of the changes were due to modifications to engine tests as old models became obsolete and new models were released onto the market. The new sequences must use engines currently in production, so changes have to be made. The revised sequences also catered for the trend towards ultra-low viscosity fluids, typified by Asian manufacturers. New claims can already be made against the 2021 oil sequences for light-duty applications, which will become mandatory for all new claims from 1st May 2022 onwards. ACEA usually releases new sequences for both light- and heavy-duty engines at the same time, but for the 2021 sequences, only the light-duty categories have been published so far. Back in April 2021, ACEA said that “because the heavy-duty oil sequences are not at the same stage of readiness, at this time we have decided to split the light-duty and the heavy-duty sequences into two separate documents”.
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“According to government data, the use of UK-sourced biofuels, including biodiesel, is rising, up 5% in 2020 vs 2019. In 2020, the volume of UK-sourced biodiesel for UK road transport was 126 million litres.” ACEA said it expected to publish the 2021 ACEA heavy-duty oil sequences (replacing the updated 2016 version) no earlier than June 2021. 2022 has arrived, and the industry still waits.
What can we expect from the new heavy-duty sequences? Like light-duty engines, heavy-duty engines have evolved to deliver increased efficiency and lower emissions. As a result, lubricants are working harder than ever and must be designed to provide adequate protection to engines operating at higher temperatures and under increased pressure. As service intervals are extended, lubricants must deliver continued protection over even longer periods of time and/or mileage without suffering from degradation, build-up of soot, and other issues. New categories E8 and E11 are likely to be introduced, replacing E6 and E9. These upgrades will focus on enhanced oxidation performance and piston cleanliness with the inclusion of established ASTM engine tests developed for API CK-4. Two new categories for fuel efficiency, F8 and F11, are also being developed, as the industry strives to help lower emissions through fuel efficiency gains. According to Lubrizol, “to ensure heavy-duty diesel engine lubricants continue to meet the latest demands from the ACEA members, the revisions expected later in 2021 to the ACEA heavy-duty engine oil sequences will incorporate performance changes together with both new and replacement tests. “The proposed ACEA 2021 sequences take into account key trends happening in the vehicle parc. The upgrade will introduce two new categories, ACEA E8 (replacing ACEA E6) and ACEA E11 (replacing ACEA E9), both containing important new tests including the Volvo T-13 oxidation test and Caterpillar Oil Aeration Test (COAT). “ACEA 2021 also sees the introduction of the Daimler OM471 piston cleanliness test as a replacement for the OM501LA test in select categories; using engine hardware that is more representative of technology found in modern vehicles being manufactured today.”
Impact of biodiesel The ACEA E8 and ACEA E11 categories are expected to see increased limits in the existing OM646BIO test. This test ensures the lubricant can perform effectively in the presence of biodiesel. According to government data, the use of UK-sourced biofuels, including biodiesel, is rising, up 5% in 2020 vs 2019. In 2020, the volume of UK-sourced biodiesel for UK road transport was 126 million litres. Although it still represents only a small proportion of overall fuel use, biodiesel is another way of tackling emissions challenges. By testing products to perform in these conditions, operators can be reassured that the lubricant can still perform effectively in this application.
Will these be the last ACEA sequences? Industry debate has begun about whether the latest release of sequences, whenever the heavy-duty ones are published, will be the last for an industry facing unprecedented change. Government policies across the world are moving to phase out the internal combustion engine, yet perhaps without the infrastructure ready to support alternatives. Chevron Oronite’s Richard van den Bulk, Global OEM and Industry Liaison Manager, comments: “It is incredibly challenging for OEMs to meet carbon dioxide limits without investing in full EVs. And with future bans on ICE proposed in several countries around the globe, investment in new technology is challenging. Especially in the European market, OEMs are questioning themselves: ‘why would you invest in future engines when, in 10-15 years, you can’t sell them anymore?’” Discussions continue between OEMs and the industry, but the ACEA sequences will undoubtedly need to adapt to a rapidly changing market, including developing specifications for electric- and hydrogenpowered vehicles to ensure these are adequately protected with quality fluids. Though OEM specifications may lead these innovations, there should be a level playing field for all lubricant manufacturers and blenders to compete on.
In the meantime, workshops must continue with servicing the day-to-day needs of their customers’ vehicles. Dealing with a range of petrol, diesel, hybrid, electric, and even hydrogen fuel or fuel cell engines, mechanics are advised to use online look-up tools to identify the correct oil for each vehicle. These lubricant databases are powered by the technical knowledge and expertise of large companies, such as Olyslager based in the Netherlands or OATS based in the United Kingdom. They spend many thousands of hours each year working through owner manuals and service documents to identify the right products for a vehicle just by entering the registration. These databases sometimes offer a choice of brands so that workshops can make their own selection, depending on local availability or their personal preference. If in any doubt, contact the OEM for assistance. The Verification of Lubricant Specifications (VLS) is an independent industry body that provides a credible and trusted means to verify lubricant specifications. This lubricant industry initiative aims to bring transparency to the lubricant marketplace and protect and educate end users.
TO FIND OUT MORE ABOUT VLS, YOU CAN CALL 01442 875922 OR WWW.RDR.LINK/VAL005
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FUELS, LUBRICANTS & ADDITIVES
Witham Group outlines the natural highperformance lubricant – Prolan – which is produced from an unlikely source: wool grease. About Witham Group
AN ECO-FRIENDLY ALTERNATIVE
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ringing the benefits of lanolin-based lubricants – wool grease – to the fore and meeting the increasing demands for environmental and sustainable products, Witham has a variety of Prolan products on offer, but what’s it for? Its primary use is to protect components in the fight against rust and expand the life of the part. Developed and engineered by experts in New Zealand, the birthplace of Prolan, they understand the frustrations and challenges corrosion can cause – what’s special about this lubricant, though, is the mix of eco-friendly ingredients that go into each and every can.
Who can use it? From agriculture to marine, and horticulture to workshops, not to mention the ability to use it at home, the product has all-round applications and has a wide range of viscosities available. Each of the five viscosities are noncarcinogenic, biodegradable, and internationally certified by NSF International, the renowned public health and safety organisation.
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Recognised by industry professionals Prolan already boasts a strong reputation within the agricultural sector, scooping an innovation award at the UK’s leading farm machinery show, LAMMA. What’s more, strengthening its standing further, Prolan has been tried and tested by those facing rust hostility on a daily basis. Ben Bowerman of Godlingston Manor Farm, Dorset, explains: “We have been very impressed with Prolan and apply it to our farm machinery to prevent corrosion and extend its useable life. It is so versatile and cost-effective – I would recommend Prolan to everyone.” Witham Group Managing Director, Nigel Bottom, said Witham’s ambition with Prolan was to offer a solution to companies that are “actively addressing the use of chemicals in their supply chain and want to improve their sustainability credentials”.
Witham Oil and Paint is a privatelyowned, family-run business, with its head office and lubricant manufacturing based in Lincoln. The company also has trade depots in Lowestoft and Soham. The business, collectively known as the Witham Group, is one of the UK’s leading independent manufacturers and suppliers of a whole range of commercial and industrial lubricants and paints. Witham Group started off making cycle oil and candle wax, and the company grew with machinery innovations at the time to make lubricants for factories and agricultural machinery and transport in the Lincolnshire and East Anglian areas. Witham Group is extremely proud of its history, with more than 100 years of business, and over the past century has grown a rich heritage and strong reputation built on quality and looking after its people, customers, and the environment.
TO LEARN MORE ABOUT PROLAN, WWW.RDR.LINK/VAL006
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COMPLIANCE
GETTING ON TOP OF YOUR
COMPLIANCE
CVW sifts through the latest compliance information from DVSA to make sure you are staying ahead of the curve when it comes to compliance. BEYOND THE BRAKE TEST There’s much more your brake testing reports can tell you than just a pass or fail. Here, Richard Clements, Vehicle Testing and Roadworthiness Policy Specialist for DVSA, explains why you need to understand them. For every vehicle you manage, your brake test report can tell you more than whether the vehicle has passed or failed a test. So, you need to give it a good read through – and understand what it’s telling you. The report can tell you if it has met various overall efficiencies, such as that for service, secondary, and park. But it also tells you what you might need to investigate further. The report can identify individual braking aspects where extra action is needed to avoid further problems that could result in brake failure. This includes bind, time lag, ovality, imbalance, and maximum force. Vehicle details and weight imposed on each axle is shown on each report too. If a report shows a brake balance across an axle only just passes, what would you do? Would you know how to find out what was causing the problem? You should file the report as a part of your maintenance system and any investigation or repairs should be recorded.
A key part of your maintenance system The brakes are one of the most important safety systems in your vehicle and should be a key part of the maintenance system. The braking performance needs checking at every safety inspection. This means they must be monitored and correctly maintained to optimise their efficiency. Poorly maintained brakes may result in the loss of control of a vehicle with dire consequences.
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Understanding the brake test report Operators should always look at their report after the test, regardless of the result. So, even if the brake test shows a pass, you need to look at it to identify items that may be getting worse and need dealing with before they let you down; and for that, you need to understand it. DVSA has published some guidance to help you better understand brake testing reports. The industry body Logistics UK has also produced some guidance on this subject for members. Review every brake test report before putting it away and carry out any investigation or repair work as necessary. Make sure the work is done correctly and recorded in the maintenance file. Also, make it available at the next inspection, so the technician can refer to it to see if it has deteriorated.
Remember, a pass result does not always mean there is no action to take. You or your transport manager/maintenance provider may need to review the report to determine how to improve the vehicle’s braking. The ‘other key headlines’ section shows the way in which your fleet is maintained and how your business is conducted.
The key questions to ask Here are some of the things you should be reviewing when you get your brake test reports. This list isn’t exhaustive but offers a helpful starting point: ■ are the figures in the report as high as
expected? Compare them with sister trucks and/or trailers in the fleet ■ is one vehicle performing differently from a sister vehicle in your fleet? ■ were the vehicles loaded in a similar way
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and tested in the same manner? ■ does the vehicle have the same type of
brakes, is it maintained differently or at another location? ■ are there any differences that could be a cause for investigation? If so, record your investigation and any repairs made to the vehicle ■ are drivers reporting any braking issues, or were any common faults identified and subsequently repaired by the maintenance provider(s)?
A few examples Possible braking defects If axle 2 service brake on the offside shows an imbalance of 26% (offside wheel does not lock) when compared to the nearside brake effort, this indicates a possible braking defect so you would need to investigate further. Offside brake issue Axle 3 imbalance at 29% with no wheels locking. Although this does not exceed the limit of 30%, it indicates that there is an issue with the offside brake which requires investigation. Vehicles with split brake systems that the manufacturer has designated as the secondary brake are not assessed as part of the brake inspection. But the brake report may show efficiency readings for these (failures for these can be ignored but this may be reflected in the service braking aspect so you would need to look into this).
How park brake efficiencies are tested The park brake efficiencies could be tested against the design gross vehicle weight (16%) or the design gross train weight (12%). This is because motor vehicle park brake efficiency should meet the efficiency for whichever is the higher figure. It’s worth saying that testing equipment, such as roller brake testers, must be maintained and calibrated to ensure the readings are accurate. To conclude, brakes are a critical part of your vehicle, so you can’t afford to leave them without investigation when something is mentioned in the brake testing report. Looking after the brakes will help you keep your vehicles safe to drive.
A note on slack adjusters DVSA has recently updated its guide to maintaining slack adjusters. These are a feature of brakes that make sure brakes continue to work well, even as the lining wears down. The main issue DVSA frequently sees is where automatic slack adjusters are manually adjusted at service because they are not automatically adjusting correctly. It’s common to read “adjust brakes” on multiple safety inspections (SIs) and then, eventually, the automatic slack adjuster may get replaced. Manually adjusting the automatic slack adjuster does not fix the problem and can damage the mechanism. The correct way to maintain and check the automatic slack adjuster is covered in DVSA’s updated guidance.
IMPROVED VEHICLE TESTING SERVICES Danny Charles, Digital Service Owner (Commercial Vehicle Services) for DVSA, talks about making the organisation’s vehicle testing services better for customers. In June of last year, DVSA published its Business Plan for 2021/22. It talks about how DVSA will change in response to customer expectations and technological innovations. In short, the organisation wants your experience of its services to exceed your expectations. And this is at the heart of its plans to improve the vehicle testing services it offers. To do this, DVSA will focus on what you need and make its services simpler and easier to use. At the end of last year, DVSA began getting ready to start some of this work and here are some updates about the changes ahead.
Going digital One of DVSA’s priorities is to improve how it works with Authorised Testing Facilities (ATFs). Currently, ATF owners do not have live access to data about vehicles and trailers which are tested at their sites. They also cannot view and track their financial transactions with DVSA online. So, through its vehicle testing transformation project, DVSA is going to give ATFs and other testing customers their own digital account, with live access to this
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COMPLIANCE
information. ATFs have already told DVSA that this will really help them to manage their lanes more effectively.
Building on existing work In February 2020, DVSA provided an app for its vehicle standards assessors (VSAs), which lets them enter test results in real time and record defects digitally. You can read more about this part of the project in a previous post by Gordon Thomson on the DVSA’s ‘Moving On’ blog. In November 2021, DVSA reached a major milestone as the one millionth test was recorded in the app. The design features of the app helps DVSA to improve the accuracy of test records. This directly benefits test history records and the information that can be viewed online. Being able to record every annual test digitally means DVSA now has a much richer set of data to use when it develops services (such as Check the MOT history of a vehicle) in the future.
and help it to improve its vehicle testing services. So, it will ask you for your views and invite you to test the products that it is developing. You’ll be able to join trade bodies, ATFs, and vehicle operators who have already told the organisation that they would like to support this work.
EMISSIONS VALUE TAMPERING Finally, Dave Wood, Enforcement Policy Manager for DVSA, outlines the problem surrounding emissions value tampering on the vehicle manufacturer’s plate. Vehicles that are part of a well-managed and maintained fleet should have little difficulty passing the test. Indeed, many operators take pride in achieving a 100% pass rate. And any good operator should be happy that faults picked up on the test be corrected as quickly as possible. But some operators aren’t like that.
Issues at test Looking ahead DVSA will also be working with you to improve the vehicle testing application process, including for individuals and businesses who need to get vehicle approvals. DVSA will provide more details about its progress through regular updates on the ‘Moving On’ blog. You can also sign up to get alerts when new blog posts are published. DVSA wants you to be part of this work
DVSA VSAs have picked up on a small number of heavy vehicles being presented for annual test with some form of tampering carried out to the exhaust emissions data recorded on the vehicle manufacturer’s plate. The MOT requires the exhaust emissions to be tested to the manufacturer’s type approval values. If this is not available, the vehicle could be tested to an incorrect standard. A recent recording exercise found
that the practice is relatively uncommon. But, it does impact government efforts to reduce emissions and could be an indicator of wider poor practice on the operator’s part.
Risks to you as an operator To ensure that this is not an indication of wider poor practice, DVSA enforcement teams have followed up these tampering reports by either writing to the operator asking for an explanation or paying the operator a visit. Most cases have resulted in the operator getting a replacement plate, but some operators have been reported to the Traffic Commissioner for public inquiry consideration. DVSA has also discussed the issue with vehicle manufacturers, and they have offered solutions to reinstate the data if it’s missing. So, if you have discovered you have an issue, contact your local dealer to get the problem resolved – although they will charge for this. This is a much better option than getting a visit from your local DVSA enforcement examiner!
TO KEEP UP TO DATE ON THIS IMPORTANT COMPLIANCE INFORMATION, YOU CAN CHECK OUT DVSA’S ‘MOVING ON’ BLOG FOR YOURSELF, WWW.RDR.LINK/VAL007
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COMPLIANCE
COMPLY WITH ME
Eminox gives an insight into the complexities behind emissions compliance, and discusses how its DPF range can provide workshops with a cost-effective solution to a DPF-related problem.
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efore it is introduced to the market, every new vehicle sold in the UK and Europe has to pass the European Community (EC) Whole Vehicle Type Approval legislation. This certifies that the vehicle, its components, and the manufacturing facility it was built in meet or exceed all required safety and environmental limits. This includes compliance with emissions regulations, such as the Euro VI legislation mandated by clean air zones (CAZs) and the London Ultra Low Emission Zone (ULEZ). Type-approval regulations also apply to replacement parts that are seen as critical to the health and safety of pedestrians and vehicle occupants. They must undergo the same independent testing and certification
process to ensure they function within acceptable margins. Fitting non-approved components, whether light bulbs or exhaust parts, is illegal in both the UK and Europe. Fitting parts with type-approval certification also has the advantage that it doesn’t affect any outstanding manufacturer’s warranties under the EC Block Exemption Regulation (BER). This means that fleet managers and workshops can choose what parts to fit, while staying legal, rather than being tied to the OEM dealer network. Every type-approved part should have an “E” mark stamped, printed or etched directly onto it, and the supplier must be able to provide a certificate issued by a Homologation Authority that shows compliance.
“The Driver and Vehicle Standards Agency (DVSA) is increasing the number of random roadside checks it makes to ensure that Euro VI vehicles haven’t had their DPFs removed.” 26 CVW MARCH 2022
Ensuring Euro VI emissions compliance and protecting your vehicles Diesel particulate filters (DPFs) are central to Euro VI compliance, trapping carcinogenic particles so they don’t enter the atmosphere and reduce air quality. The DPF is a removable, serviceable part that should be checked during servicing to ensure it continues to operate correctly and that no potential failure is looming. All Euro VI after-treatment systems containing DPFs have access covers. Once this cover is removed, the DPF can be pulled out. It is important that the filter is checked to avoid the warning light illuminating and the vehicle potentially being immobilised. The Driver and Vehicle Standards Agency (DVSA) is increasing the number of random roadside checks it makes to ensure that Euro VI vehicles haven’t had their DPFs removed and their emissions are still within the limits. Operating without a DPF is illegal, as is fitting a nontype-approved part.
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Cost-effective compliance to get you back on the road faster Until recently, the only option for workshops looking to replace DPFs was to fit those from manufacturers’ dealer networks, which added to their costs. Eminox claims that its aftermarket range provides a more cost-effective alternative. To demonstrate its credentials, Eminox’s SCRT technology has been fitted to over 5,000 vehicles operating across the globe. The company regards itself as the only non-vehicle manufacturer to supply typeapproved, independently certified DPFs. Provided for some of the most popular heavy-duty Euro VI vehicles, Eminox claims that its range covers over two-thirds of Euro VI heavy-duty commercial vehicles operating across Europe. These include trucks, buses and coaches with engines from Renault/Volvo, DAF, Mercedes, MAN and Scania. All Eminox DPFs are manufactured in its UK factory. They are independently certified and comply with ISO and TS quality standards. The
company’s factory, processes, tooling and quality all meet the tight tolerances of the OEM products that its DPFs replace, and achieve the IATF 16949:2016 standard. Eminox DPFs are produced via an exchange programme, which makes a replacement DPF available at a cost similar to that of cleaning the DPF. Unlike with cleaning the existing DPF, Eminox’s option offers DPFs that are supplied with all the clamps and gaskets required for fast fitment and a two-year/200,000km warranty. Eminox’s aftermarket DPF range is available exclusively in the UK through CV Logix’s UAN Truck and G-TRUCK commercial vehicle networks. This makes it easy for UK operators to receive ‘like for like’ Eminox DPFs, a benefit that gets their vehicles back on the road in under 24 hours. Products are supplied from Eminox’s Stokeon-Trent aftermarket distribution centre, which has received extensive investment to
enable it to provide easier next-day service from stock, as well as same-day collection for UK distributors. Commenting on the relationship, Krysty Sheard, CV Marketing, CV Logix, explains: “With clean air zones multiplying, emissions compliance is now crucial for vehicle operators, and Eminox provides a costeffective, certified alternative to expensive OEM DPFs. We’re extremely impressed with its heritage and experience, and how it is applying this to solve a key business problem across the Euro VI vehicle market.” All of this means workshops can get vehicles back on the road faster, ensure CAZ and ULEZ compliance, and protect companies’ reputations by fitting proven aftermarket DPFs.
TO FIND OUT MORE, WWW.RDR.LINK/VAL008
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COMPLIANCE
KEEPING THE FLEET
COMPLIANT Points don’t mean prizes with OCRS; Doctor Air Brake can help fleets to stay on top of compliance.
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eeping your vehicles compliant is vitally important. If one of your vehicles causes a fatal accident because it’s faulty, your business would be liable. Doctor Air Brake can help with the various products they have to offer, helping make maintenance checks a quick and easy process. The ISO Check visually alerts you if there is a problem with the tractor-trailer dedicated connection. ISO Check glows green if Trailer EBS is all good, but will turn red if there’s a problem. Plus, the Premium model flashes a code to say what’s failed, making it easy to fix when a fault occurs. Doctor Air Brake’s Van Trailer Check is the equivalent to a tractor unit in a box, offering one man, quick, mobile or workshop trailer service and diagnostics. Powered from batteries or mains PSU, you simply plug all air and electrical lines into the trailer. Then, test lighting, ABS-EBS and Air Brake circuits in one go. You can safely operate the brakes remotely when close to or under the axles checking for bad slack adjusters and S-cam wear etc. The chamber air pressures can also be tested using the remote control.
For a small investment, you can get the products you need to help keep your fleet compliant and make the appropriate checks on your vehicles. The risk of being caught operating non-compliant vehicles is reduced when you are equipped with the right tools.
TO FIND OUT MORE, WWW.RDR.LINK/VAL009
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SIMPLIFY TO MULTIPLY Chevin Fleet Solutions outlines its award-winning fleet management software that manages over a million fleet vehicles and assets across 180 different countries.
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pecifically designed to simplify the fundamentals of fleet management, FleetWave Lite helps organisations move away from spreadsheets by consolidating key fleet data in one place. As a result, FleetWave Lite gives more control over compliance for vehicles and drivers, and more visibility into a fleet’s running costs. FleetWave Lite lets users see critical live data and address key actions in one intuitive dashboard, allowing them to delve into their fleet data across a multitude of standard reports. It also allows organisations to tailor the user experience, dashboard and alerts depending on their role in the organisation, ensuring they remain focused on the task at hand.
A game-changer Operating a fleet without dedicated software can be a tricky task. Keeping track of essential details like vehicle information, maintenance schedules and driver’s licences requires multiple spreadsheets and physical filing systems. This lack of organisation means that important deadlines can get missed, harming a company’s ability to stay compliant and leaving them at risk of legal action and reputational damage. It also means that the day-to-day business of running a fleet simply takes longer than it should, costing the organisation time and money. Despite this, switching to a dedicated fleet management software can also seem like a daunting, time-consuming task. These issues inspired the creation of FleetWave Lite as a cost-effective way to keep fleets compliant without lengthy setup or training processes. “Fleet managers love our FleetWave software,” says Chevin Fleet Solutions’ CEO and Founder Ashley Sowerby. “Feedback we received indicated there was a gap in the market for an entry-level solution that lets simpler fleets, who currently run their operations on
“FleetWave Lite lets users see critical live data and address key actions in one intuitive dashboard, allowing them to delve into their fleet data across a multitude of standard reports.” spreadsheets, manage their organisation in a more robust, reliable and comprehensive way – without a significant outlay. “Additionally, we found less-complex fleets that run contracted suppliers or leased vehicles are also often overlooked, so we’ve designed FleetWave Lite with them in mind, too. It lets organisations track many of the most important aspects of managing a fleet, from vehicles to maintenance records and service events, to incident tracking and driver checks. They can also keep on top of fuel usage and payments, and see all of their fleet’s costings in a single, easy-to-understand report.
“FleetWave Lite uses the same easy-touse interface our FleetWave software has become known for, and can be implemented in a matter of days – with no set-up costs. By its nature, the software will simplify the complications employees can experience dealing with so much fleet data on a daily basis. And because it’s so simple to use, getting started is easy – so it won’t be long before everyone feels the benefits. “Better still, FleetWave Lite offers full flexibility to transition up to our other FleetWave products, Core and Advanced, meaning the software can grow around a fleet’s needs as the organisation expands. “If you run a less complex fleet operation, FleetWave Lite is perfect for where you are now, and where you aspire to be in the future. So get rid of the spreadsheet and move to a system that can help you stay compliant, improve your productivity and grow your fleet organisation like never before.”
FOR MORE INFORMATION ON FLEETWAVE LITE FROM CHEVIN FLEET SOLUTIONS, WWW.RDR.LINK/VAL010
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DIAGNOSTICS
ASKING THE RIGHT QUESTIONS As trucks become ever more complex, diagnostic systems have had to become more sophisticated. Toby Clark takes a look at the features you should look for and the questions you should ask if you’re in the market for a diagnostic package.
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he modern technician needs While car diagnostic systems have diagnostic kit, but vehicles are almost become almost commodity items becoming more and more complex – (‘code readers’ for the European On-Board as are the sub-systems and accessories that Diagnostics (EOBD) standard or the US go with them – so diagnostic equipment OBD-II standard cost just £10 on eBay), needs to become more sophisticated: for truck diagnostics is a more specialist example, Jaltest’s latest market. Some Far Eastern sources software includes offer ‘truck-compatible’ code information on over readers and scanners for £80 or 14,000 different vehicles so, but these are usually limited and components. And to the US HD-OBD standard. with this sophistication Although truck manufacturers comes the risk that have not standardised on a single diagnostic devices – interface socket (unlike cars, and particularly thirdwhich settled on OBD-II more party, multi-brand than decade ago), they use the types – will become same underlying information difficult to understand protocols, so that multi-brand and use effectively. diagnostic units should work So, manufacturers are properly. The diagnostics firms putting effort into offer the appropriate cables, and Texa's Axone making their operating one said, “it doesn't make a big Nemo 2 tablet systems flexible, their difference – we’re talking about diagnostic information easier to understand, one, or maybe two, per manufacturer”. and their functions easy to implement; for Whichever the system, you want to be example, TEXA’s latest IDC5 diagnostic sure that its database can and will be software will automatically scan and updated regularly; most of the big players download the vehicle’s VIN code and use it promise (and deliver) three significant to identify the make and precise model. updates a year.
The TEXA eTRUCK monitoring device is designed to be kept in the diagnostic port to monitor everyday operation
The next step is ‘pass-thru’ technology, which lets you ‘pass-thru’ to the OEMs’ own websites to reprogram ECUs with official OEM updates. The Pass-Thru regulations J2534 and ISO22900 (from Euro VI on) define the standard reprogramming interfaces in terms of software. Delphi says that with its DSFlash unit “you’ll be able to perform dealer-level diagnostics, download software updates, reprogram ECUs and access OE technical data and service schedule information, without the need for expensive dealer-only tools”. Manufacturers allow customers to subscribe to system updates, but charge for the service. Some diagnostic units incorporate a data-logging function (Delphi calls it a ‘flight recorder’) to record the behaviour of the vehicle on the road. This is valuable to isolate intermittent problems which may only occur while driving.
Advancing technology
TEXA's graphical Dashboard shows some of the basic parameters of the truck's systems
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Manufacturers are increasingly incorporating other features into diagnostic gear; for instance, Delphi’s DS Diagnostic tablet has an optional module and software package to test ADAS (Advanced Driver Assistance Systems) components such as cameras and radar units, and perform static calibration in the workshop. A number of models will also communicate with other components: TEXA’s IDC5 operating system can be used to reprogram ZF’s AS-Tronic gearboxes and a number of EBS braking systems. The system will also allow you to reprogram replacement ECU modules as they are fitted, to carry over the parameters from the previous unit. Similarly, Jaltest’s software includes the parameters for testing and
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communicating with refrigeration units from the likes of Carrier and Thermo King. One very important feature is the ability to set PTO parameters to suit a particular operation: vehicles with complex hydraulic systems such as car transporters, for instance, often need very specific parameters for idle shutdown, and the ability to respond to remote start controls appropriately. Some diagnostic systems will even communicate with other maintenance equipment: TEXA’s AXONE Nemo diagnostic tool can be linked to one of the firm’s AIR2 SAN ozone-generating vehicle sanitisers, to monitor and control the progress of the cleaning programme. Delphi is one of the world’s biggest OEM suppliers of vehicle electronics and injection systems, and offers its own multi-brand diagnostics system. Its primary product for the UK is the DS150E VCI (Vehicle Communication Interface). It plugs into the diagnostic socket and has a Bluetooth connection to either the workshop’s own PC or a dedicated tablet such as Delphi’s DS450E, for a ‘plug & play’ option. Either version requires Delphi’s DS software, which can be bought in a package or with the hardware or on a time-limited licence. Likewise, Bosch offers its KTS Truck unit on its own — you buy the ESI[tronic] 2.0 Truck software separately — or with a matching tablet or laptop. Texa’s vehicle interface is called the TXT Multihub, and unusually it has a built-in display to show basic information such as battery voltage; the firm’s Axone Nemo 2 is a ruggedised 12in tablet. The firm also offers the eTRUCK, a small device which plugs into the diagnostic port, and is meant to stay there; it monitors the condition of the vehicle constantly, allowing a certain amount of predictive maintenance. Eclipse Automotive Technology claims that its Jaltest system is “the industry's number one commercial vehicle diagnostic
Bosch KTS Truck package
package”, and its package includes twelve months of technical support on both the vehicle side and the IT side. Cloud-based diagnostics looked set to become a big thing in 2016, when Nebula Systems launched its MECH5 system. This promised that a cheap hardware interface could connect (via Bluetooth) to the Web, and then offer comprehensive diagnostic services for almost any vehicle, constantly updated with no need for periodic downloads. The service used a monthly subscription model, but it seems to have gone offline now. At the moment, remote diagnostics is limited to light vehicle services such as OSCA (see picture below, right), but this pay-as-you-go model may become more useful for vehicles with complicated accessories which need specialist attention. Even the most straightforward diagnostic system is no good without training: many older technicians Delphi HD3000 have had no formal fuel injection tester training in the use of diagnostics, and even now it is not always among the first things that apprentices learn. At least one industry figure reckons it should be introduced right at the beginning: “They let them use a spanner at 17 — the diagnostic machine is the modern spanner. You couldn't do without it”. Others at least want to be sure that apprentices are taught to look and listen for basic faults first: one told us, “It makes for a better diagnosis, rather than going straight for the diagnostic kit and missing the obvious — often you get a very basic fault causing really advanced fault codes”. But
even the most experienced technicians can benefit from a refresher course. The best-known retailers offer their own training schemes, or have teamed up with the diagnostics manufacturers: Hickleys’ Training Academy is based at its Taunton HQ, while AP Tech offers Andrew Page Auto Education courses at a number of venues, and Eclipse runs specialist courses such as an ‘Advanced Trailer Jaltest Course’. OSCA’s 2.0 hardware interface links the vehicle’s diagnostic system to a workshop’s WiFi network. You contact OSCA via a web browser, and they diagnose faults and reprogram systems remotely, with a transparent menu of prices. Although, the services are limited to cars and some light commercials at the moment. Sometimes specialist kit is needed: for example, Delphi’s HD3000 ‘high pressure diagnostic toolkit’ tests fuel injection systems (common rail or unit injector) without having to alter ECU parameters or dismantle the system. A technician can safely set and control any pressure test point of an engine, at up to 3,000bar. It has eight dedicated test routines and can even perform a cleaning procedure.
OSCA2 hardware for cloud-based diagnosis
FOR MORE TECHNICAL INFO, WWW.RDR.LINK/VAL011
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DIAGNOSTICS
BRAKE FAULT ON A MAN TGS EURO VI
Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct a brake fault on an MAN TGS Euro VI.
A
n MAN TGS Euro VI has an EBS 5 (electronic braking system) red warning light on the instrument panel and is failing to clear. As a result of this, the vehicle had to be brought into the workshop; the engineers can use the Eclipse Jaltest diagnostic tool to help identify and rectify the fault within the vehicle.
In the EBS 5 ECU, there is one active fault showing. This fault code is 3201 FMI 5, which is referring to a short circuit on the rear axle left wheel speed sensor. This fault could be due to a wiring fault with the wheel speed sensor, the wheel speed sensor itself being defective, or it could be due to the modulator or modulator wiring being defective.
Initial assessment The engineer will firstly make an initial diagnosis by carrying out a diagnosis scan on the EBS 5 braking system with the Eclipse Jaltest diagnostic tool. This will allow the engineer to look at the fault codes in the brake ECU whether they are present currently or historically in the diagnostic memory. These fault codes may be able to assist in finding what's causing the brake warning lamp on the dash.
“Dynamic failures can be associated with critical elements for vehicle safety and cannot be erased from the failures memory with the normal error clearance.”
Jaltest analysis The Jaltest software can take the fault analysis on the vehicle right down to the component, as well as being able to show the necessary wiring diagrams, operation diagrams, and measurements for the specific vehicle. So, in this case, the engineer will be able to access fault code troubleshooting for the fault. This will allow them to follow step-bystep instructions on how to diagnose the fault and repair it. The engineer will also be able to carry out system checks and also view live measurements to look at what each speed sensor is reading for speed and voltage. If the fault requires wiring to be checked, the engineer will also have access to configuration specific wiring diagrams and component information so they can check they have appropriate readings for the sensor in question.
Correcting the fault First of all, the engineer would carry out step one of the fault code troubleshooting and that is to carry out the wheel speed system check to ensure all sensors are reading correctly by taking on a road test and getting someone else to look at the readings. In this case, the rear axle left wheel speed sensor didn’t have a reading. The next step would be for the engineer to carry out step two of the troubleshooting, which is to inspect the air gap between the sensor and the tooth wheel and then check wiring back to the
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DIAGNOSTICS
About Eclipse Eclipse is the largest supplier of multibrand diagnostic products in the commercial vehicle aftermarket, with its innovative Eclipse Testpad Extreme Pro running Jaltest software helping many businesses to improve vehicle and machinery performance.
modulator. This can all be found with the Eclipse Jaltest diagnostic tool component information and also the wiring diagrams. In this instance, after checking the wiring and air gap to manufacture specifications, the engineer found the sensor was in a nondefective order; to look further into this fault the engineer could use their ETM (Electronic test module). The ETM plugs directly onto the modulator and, with this tool, we are able to test all the internals of the modulator and carry out a test to check all components on the modulator. The engineer has plugged the ETM into the modulator and the engineer will then be able to carry out a diagnosis and also carry out an end-of-line test. This test will check all components and then pass or fail the modulator. When the engineer carried out this test, they found an internal fault within the modulator that was causing the wheel speed sensor not to read. Once the engineer had found the internal fault within the modulator, they were able to replace the modulator for a new one. After replacing the modulator, the engineer will have to carry out the back-up memory reset; this has to be carried out as it will clear dynamic failures within the ECU. Dynamic failures can be associated with critical elements for vehicle safety and cannot be erased from the failures memory with the normal error clearance.
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Eclipse looks after its customers If this was the first time that the engineer had carried out the procedure then the industry leading Eclipse Vehicle Technical Support service is available to assist. This unique service is offered by Eclipse to all customers and can either assist the engineer in the problem solving process or utilise the remote assistance service. Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software, which allows the Eclipse Technical Support team to remotely access the customers Eclipse Testpad Extreme Pro PC via internet. The team, with the customer’s agreement, can access the customer Testpad and assist with vehicle related support. This service allows the Eclipse Specialist to virtually sit next to the customer and see what the customer can see on-screen, whilst taking control. Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased and throughout its life. That support begins with the software, which is updated three times a year to reflect new models and more information as it becomes available, and continues with the Eclipse support services. A range of features and services are available, including a comprehensive training package that also includes full training programmes held at the Eclipse Training Centre and cover from the Technical Support Service.
There are more than 3,000 Eclipse Jaltest packages in use covering a wide range of commercial vehicles at customer locations, both in the UK and internationally. Identifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all aspects of the vehicles including trailer units. This increasing technology imbedded in vehicles means that users are having to adopt increasingly sophisticated equipment to enable their engineers to maintain performance and effectiveness in the workshops and when out on remote call-outs. The Eclipse Jaltest package has all the requirements to address the technological advances and as an example, the analysis of an MAN TGS Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.
FOR MORE INFORMATION ON ECLIPSE DIAGNOSTICS AND ITS OFFERING, WWW.RDR.LINK/VAL012
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DIAGNOSTICS
“A CRYSTAL BALL” Ken Clark, Managing Director at Rotronics, highlights two examples where the company has been able to find the best method for tackling mounting battery problems and costs.
CASE STUDY ��� The first case study is from the emergency service sector. The Rotronics team works closely with a two-site workshop in the South of England, which is responsible for over 1,000 vehicles.
THE PROBLEM The original query to Rotronics came about because of recurring faults and issues with testers from another supplier. None of the test results were accurate or credible. Repeated defects kept emerging, and the testers only monitored the starting capacity. The load capacity result is vital to understand and that was not being recorded, and the considerable parasitic drains present were not being taken into account. So, the technicians were faced with misdiagnosis and repeated defects – and rising costs.
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THE SOLUTION Rotronics had to do a lot of listening and analysing of complex issues; emergency service vehicles have to be 100% reliable and the stakes are high. They usually have constant parasitic drains with multifaceted requirements. The Rotronics team worked through a series of trials with a variety of combined options from its portfolio of professional testing and charging technology. The trials helped deliver an excellent outcome. Two DCA8000s with 20 professional lithium chargers have now been set up within the two workshops. The equipment came with a tailor-made Rotronics battery management programme and the back-up of a full service and repair option, with ongoing support when needed. The customer was absolutely delighted and reported back a 25% reduction in their battery-related defects and associated costs since working with Rotronics. They can now pinpoint issues and fix problems. The workshop manager said the new equipment was a bit like having a crystal ball. He also reported that the workshop mindset has totally changed, and the sceptics are now advocates of the new technology because of the great changes in reliability and budget savings.
CASE STUDY ��� The second case study follows Rotronics’ work with a national distribution, express freight, logistics, warehousing, and haulage expert during 2021.
THE PROBLEM The fleet is made up of 600 vehicles and potential expansion plans meant that the management team wanted to invest in a comprehensive battery management programme to reduce the current level of defects, roadside breakdowns, and rising costs – and also increase distribution productivity. The team walked Rotronics through their requirements, and Rotronics created a personalised battery management programme with the correct mix of products for the technicians. In initial trials, they enjoyed using the Midtronics EXP1000FHD tester because it identifies any battery faults ahead of them turning into costly non-starts. Warranty claims were also causing issues due to limited battery data being available. Sometimes these defects were occurring on fresh new vehicles, so it was problematic to be able to confirm warranty claims without back-up data.
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The engineering team sought advice regarding technology to use with AGM and Regular Flooded batteries, due to breakdowns triggered by in-vehicle electronics and driver facilities.
THE SOLUTION Rotronics worked with the management team and technicians to develop a programme based on using the Midtronics EXP1000FHD tester and the Midtronics PRO50/2 charger, coupled with a year’s subscription to ROBIS, the remote battery management platform.
“Rotronics’ customer now has visible battery data, and [it] also includes training options and ongoing backup support when required.” The EXP1000FHD allows technicians to record individual VIN and fleet numbers. This helps the management team identify which vehicles have been tested in the workshop. ROBIS is fully compatibility with the EXP1000FHD, so that technicians can access live fleet battery data which is excellent when dealing with warranty claims. The PRO 50/2 charger offers combined charge acceptance and battery conditioning for both 12V and 24V fleet batteries. Rotronics’ customer now has visible battery data, and the personalised battery management programme also includes training options and ongoing backup support when required, to ensure the best return on investment for the fleet.
IF YOU WOULD LIKE TO FIND OUT MORE INFORMATION ON ROTRONICS, PRODUCTS AVAILABLE, AND THE BATTERY MANAGEMENT PROGRAMMES, EMAIL INFO@ROTRONICSBMS.COM, CALL KEN CLARK ON 0121 514 0605, OR WWW.RDR.LINK/VAL013
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AIR CONDITIONING
UNDER PRESSURE AP Air offers its guidance on how to understand the working pressures of R134a systems.
T
he pressure readings on your air conditioning service station can tell you a great deal about how the system is performing and detect any major issues within it. The AC system is divided into two halves: the low pressure side and the high pressure side. Understanding the relationship between the two pressures will help you understand what is happening within the AC system.
If the static pressures are as they should be, you can now check the working pressures of the system. To do this, in an ideal circumstance, you need to let the vehicle idle so that the engine reaches normal running temperature. Once the engine has reached its normal temperature, turn the AC on and set it to recycle and on full. Next, look at the gauges and watch the pressures as the compressor SIDE GAUGE Correct H The issue comes in and out. If the G HI working Normal readings stay static, you pressure operating know that the compressor pressures on the is not pumping, which high and low sides could be a compressor should remain within a fault or an electrical fault certain range (see gauges in the system and would opposite) to ensure the then need to find the best performance of the fault. Remember that your AC system. If either of the pressure readings pressure readings are outside of the will be affected by too low shaded ranges it could mean that the ambient Possible range of there are operating issues within temperature; for correct working the AC system that need to be example, on a hot day your pressures dependent looked into and resolved. readings may read higher than on ambient temperatures they would on a cold day. The test Issues that could cause the Before undertaking a high side or low side to pressure test of the system, operate pressure you must outside of the too high Correct make sure normal working that the perimeters. pressure system is in Too much or too little working condition. First, refrigerant will affect the you need to ensure that the working pressures of both system has the correct sides of the system. Too amount of refrigerant and at much oil or dye in the system LO W SID GAUGE E least 1.5-2 bar (25-30 PSI pressure) in will affect the working pressures, as the system to enable the compressor to run. will some additives such as an AC booster, The static pressures should be read and leak-stop may affect the working before the car is started. Both gauges pressures too. Blockages or any kind of flow should be close to equal pressure readings. restriction within the AC circuit, such as If the pressure readings are too low, this debris from the compressor or broken down indicates there is not enough refrigerant in receiver drier, moisture, and contaminated the system – investigations into a possible refrigerant, will all have an effect on the leak should be made. high and low pressure readings.
“If either of the readings are outside of the shaded ranges it could mean that there are operating issues within the AC system.” A blocked condenser or blocked TXV valve would also have a detrimental effect on the pressure readings of the system. Leak-stop being incorrectly used in the system could cause a blockage. Insufficient air-flow through the condenser would impact the readings. For example, this could take the form of the condenser fan not working, fins missing from the condenser, or the condenser being clogged with leaves and debris reducing the air flow and the cooling capacity of the condenser and affect the pressure readings. A failing compressor would also see the pressure readings staying static as there would be no compression of refrigerant to create high pressure and no suction on the low side gauge.
FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM AP AIR, WWW.RDR.LINK/VAL014
MARCH 2022 CVW 41
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AIR CONDITIONING
TOP PERFORMANCE Nissens Automotive explains why, for the comfort and safety of the drivers of commercial and public service vehicles, the performance of air conditioning and climate control systems is essential.
N
issens Automotive, a thermal management specialist, does its best to ensure its distribution partners are ready with a range of its key system components range on their shelves, ready for the A/C season. Two of the most frequently replaced parts are compressors and condensers, for which the company has a comprehensive offering covering the vast majority of heavy-duty applications, but naturally the complete A/C programme also includes interior blowers, evaporators, receiver-driers, fans and, most recently, thermal expansion valves (TXV).
The convenient and safe choice Whereas distributors focus on the proper range and availability of parts, technicians want to be sure the service procedure they follow is carried out successfully, with no extra hassle, and that it ends with a happy customer – whether owner, operator, or fleet manager. This means that the service must result in the A/C system performing to its optimum, with the trouble-free operation of its components, an outcome that is made considerably easier by selecting Nissens products when servicing the system.
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All Nissens products are developed and manufactured according to Nissens’ market-recognised quality standards. This ensures that they are perfectly finished, thus enabling a trouble-free, fast installation. The functionality of every component is thoroughly tested so it matches the original equipment (OE) part, which ensures its optimal thermal performance. The majority of Nissens A/C parts are also ‘first fit’ products, which means the technician gets everything that is needed for their correct installation within the product box. Furthermore, Nissens’ condensers are corrosion protected, which prolongs their lifespan considerably.
The technical know-how Alongside its premium quality components, Nissens has a reputation for its technical support, which it provides to installers through a variety of forms from print to online. One of the many helpful pieces of best practice advice and fitting tips is to always replace the TXV when installing a new compressor. Despite its small size, the TXV plays a crucial role in ensuring the A/C system works to its correct parameters. The valve’s operational characteristics influence not only its overall performance, but also the proper operation of other important components. It controls – among other things – the refrigerant’s flow and working factors, and these have an important influence on the A/C compressor workloads, potentially affecting its lifespan
and even provoking premature failures. It is, therefore, important that the valve operates accurately in a specific way, as determined by the particular system design.
Nissens A/C parts facts Nissens heavy duty A/C system components total more than 200 parts, covering the most popular truck applications. The range includes compressors, condensers, interior (heater) blowers, fans, heaters, evaporators, receiver-dryers, and TXVs. Nissens’ compressors are an example of its wide range of ‘first fit’ products – prefilled with the right type and quantity of lubricant, including O-rings, as well as electrical harness and connectors or a protective pre-filter, whenever needed. All Nissens TXVs are equipped with Orings and mounting bolts, whenever applicable to the OE part. Nissens condensers include O-rings and are protected from corrosion with a specially designed coating. In saltwater tests, condensers treated with this corrosion protection function up to eight times longer than non-protected condensers.
FOR MORE INFORMATION ABOUT THE NISSENS THERMAL MANAGEMENT PROGRAMME, OR ANY OTHER PRODUCT IN THE NISSENS AUTOMOTIVE RANGE, PLEASE CALL 02476 470340 OR WWW.RDR.LINK/VAL015
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AIR CONDITIONING
XXXXXXXXXX
STATISTICALLY SPEAKING
‘‘A
round 90% of your customers have air conditioning fitted to their cars, therefore you already have an existing customer base for your air con business,” explains Gemco’s Andy Craddock. “If you cannot repair their air conditioning they may go elsewhere and you could potentially lose all their business. But if you properly kit yourself out for the job then you can look after your existing customers and potentially attract new ones.” “The modern air-conditioning machine is an environmental recycling centre,” says Andy. “It removes refrigerant from the car and separates oil. It also cleans, dries and stores the refrigerant for re-use. Most are fully automatic, taking between 5 to 10 minutes of your technician’s labour for each re-charge. If you invest approximately £3,000 to £3,500 in an air con machine, some oils, leak dyes, nitrogen leak test kit and technician training, you could expect to get payback in 12 months with only six jobs per month. This is based on a £50 re-charge fee, minus the costs for oil, dye, refrigerant and labour. The estimated gross margin is 80%.”
Considering the statistics, servicing heating and air conditioning systems is an offering not to be taken lightly. CV W explains why having this facility can attract customers and boost business.
A/C SERVICING TIPS
Low refrigerant
Leak testing Adding ultra-violet dye to every vehicle you re-charge will help you identify leaks faster. If the vehicle in your workshop has no refrigerant in the system, identified by zero pressure on the gauges of the machine then you should pressurize the system with Oxygen Free Nitrogen (OFN) and investigate the leak with your ultra-violet lamp.
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Gemco’s Bradbury range of air conditioning machines There are two models available:
BACP202 – Fully automatic unit suitable for R134a refrigerant gas
BACP222YF – Fully automatic unit suitable for R1234yf refrigerant gas
The most common fault in the automotive air conditioning field is caused by low refrigerant and a straightforward re-charge is required. All vehicles with A/C fitted, lose between 10 to 15% of their refrigerant per year, so every two years the system will not work efficiently due to lack of refrigerant. Potentially 50% of your vehicles will need maintenance every year. This does not include any additional work due to component failure.
Air conditioning: the law All technicians working with refrigerant gases must have an F gas certificate gained by attending an approved training course and passing the end of course examination (IMI or City & Guilds). All cars and light commercial vehicles from before 2012 use refrigerant R134a. Vehicles built after 2012 use refrigerant R1234yf. After 2017, all cars and light commercial vehicles must use R1234yf. Agricultural vehicles, truck cab or any plant and equipment can continue to use R134a. “You will need a R134a machine for all existing cars and all existing models built this year, plus a new R1234yf machine for all cars homologated after 2012,” Andy comments. “Some dual gas machines are available which can work with either system, but you should decide if two separate machines would be a better buy for you. A dual gas machine can only work with one car at a time, whereas two separate machines could offer you more flexibility by working two cars simultaneously.”
FOR MORE INFORMATION INFORMATION ON GEMCO’S BRADBURY RANGE OF AIR CONDITIONING MACHINES, WWW.RDR.LINK/VAL016
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GIVEAWAYS
ARE YOU FEELING LUCK Y? FOR GIVEAWAYS, GO TO WWW.RDR.LINK/VAL017 AND CLICK ON WIN!
1 COMMERCIAL VEHICLE WORKSHOP LIGHTING BUNDLE Unilite Unilite is a UK company that has been manufacturing high quality portable LED lighting for the last 40 years. These lights are perfectly optimised for the tough and unpredictable life of a workshop. The Commercial Vehicle Workshop Bundle features an IL-925R, HX1500R and SG-YF. The main prizes are the folding 3-worklight IL-925R and the ultra-powerful HX1500R. In addition, the winner will also receive a pair of foam gasket safety glasses. For a chance to win, simply fill out the form on our website!
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DIGITAL DIGEST
2 4
FEBRUARY’S
1 3
TOP FIVE
5
Don’t have a paper copy of CVW to hand? Our website is a great way to get your questions answered effectively and efficiently. We continue to look at the best-performing articles on our website, this time in February.
2 1
DVSA GUIDANCE: THE BRAKE TEST
3 BRAKE DISCS: A TROUBLESHOOTING GUIDE
Valeo Service explains why the rear crank shaft seal should be checked when changing a clutch.
Braking systems remain one of the top causes of failures at annual test. To help operators better prepare their vehicles and understand the test, the DVSA offers a guide to passing the brake test, complete with best practice advice.
A regular and thorough inspection of a vehicle’s brake discs is very important to the proper operation of a braking system and should be included in your regular maintenance programme, says Juratek.
WWW.RDR.LINK/ VAL018
WWW.RDR.LINK/ VAL019
WWW.RDR.LINK/ VAL020
WHAT TO DO IF OIL IS LEAKING FROM THE REAR CRANKSHAFT SEAL
46 CVW MARCH 2022
4 GOODYEAR DETAILS ITS TIPS FOR TYRES DURING WINTER
5 ECLIPSE IDENTIFIES AFTERTREATMENT FAULT
To help fleet managers ensure their tyres, in particular, are performing at their best during the winter months, Goodyear details its expert tips.
Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an aftertreatment fault on a Scania R440 E6.
WWW.RDR.LINK/ VAL021
WWW.RDR.LINK/ VAL022
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COMPETITION
ENJOY A DAY OF
TRUCK RACING! To celebrate a new season of the British Truck Racing Championship (BTRC), MAHA UK is delighted to announce that it is giving one lucky CVW reader the opportunity to enjoy a day of getting up-close-and-personal with the thundering trucks powering around one of the UK’s iconic circuits.
I
n collaboration with John Powell Racing, a name synonymous with the track racing fraternity and a team that the workshop equipment manufacturer has a strong and long-term partnership with, MAHA UK is rolling out the red carpet for one lucky reader and a friend or family member. Either at Thruxton, Donnington, or Brands Hatch in July, August or September respectively – the choice is up to the competition victor – MAHA UK will ensure it will be a day to remember!
What’s MAHA UK’s role in the BTRC? MAHA UK supplies the BTRC with its lifts, as part of the championship’s compliance procedures. Scrutineers inspect the underside of the trucks throughout a race weekend, checking brake and fuel lines, suspension components and air lines, while also ensuring the trucks comply with regulations. These lifts are able to lift sevenand-a-half tonnes per column, so while the monstrous machines John and his fellow drivers pound around the track weigh in at five tonnes, they’re light work for the lifts!
MAHA UK Managing Director, Neil Ebbs, comments: “Watching these machines top 100mph, brake sharply and slide around corners, losing chunks of rubber in the process, is quite a majestic and impressive sight! We’ll ensure the competition winner enjoys their day, not just because of the racing, but so they can see first-hand what goes into the mechanism of a race weekend and how MAHA UK is heavily involved in the smoothness of it.” John Powell adds: “If you’ve not been to a truck racing meeting before, you’ll be in for shock! It’s quite a sight to see these machines be driven in anger, the smoke generated from the tyres screeching around the corners, and the acceleration they reach while heading down the straight – it’s great fun and well worth a visit.” What’s more, the day’s itinerary will include races from different formats – keep an eye out for the Legends UK series and MAHA UK customer, TWG Automotive! Nicknamed ‘pocket rockets’ because of their small size but rapid acceleration, they get fans out of their seats!
What’s up for grabs? ● ● ● ● ● ● ● ●
Meet John and the team Personal tour of the truck’s workings Photo opportunities Paddock pass and opportunities to meet the drivers Lunch and refreshments Take a journey from John’s pitch to parc fermé Watch the races from fantastic locations One or two surprises, too…
HOW TO ENTER To be in with a chance of winning this great price, all you have to do is WWW.RDR.LINK/VAL023 and answer the following question, (the answer to which can be found in this article):
Q
MAHA UK’s lifts are able to lift how much per column?
A. Five-and-a-half tonnes B. Six-and-a-half tonnes C. Seven-and-a-half tonnes The deadline for entries is 10/04/22. Terms & conditions apply. See website for details.
MARCH 2022 CVW 47
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WHAT’S NEW? MIRKA IRIDIUM SR ABRASIVE The Iridium SR abrasive from Mirka has been designed to make a technician’s work easier by delivering a consistent, uniform cut and scratch pattern that is fast and easy to polish out. It aims for the finest finishing stages of automotive refinishing and collision repair as well as vehicle manufacturing and also is said to perform consistently on clearcoat, topcoat and lacquers and composite processing. The abrasive claims to offer excellent consistency and an long lifespan due to its tridimensional technology silicon carbide grains. These grains are evenly placed and form new abrasive edges whenever they break down during the sanding process, which prolongs the sharpness of the grain and reduces abrasive wastage. Also, when combined with Mirka’s cordless tools, the AOS-B and AROP-B, it aims to provide the user with unparalleled performance in spot repair work and finishing quality control. GO TO WWW.RDR.LINK/VAL024
NISSENS OIL COOLER RANGE Additional components such as an oil filter and housing, providing a time-saving plug-and-play solution for workshops committed to reliable oil filtration and engine cooling have been added to Nissens’ oil cooler range. The complete oil cooler assembly is more complex than the standalone oil cooler, but purchasing the complete unit ensures that all the components operate in synchronisation, thereby prolonging the lifespan of the engine and its associated components. The product is designed and manufactured for the aftermarket and all components and materials meet Genuine Nissens Quality and are benchmarked against the original equipment (OE) parts. Therefore, the development required extensive tests for each of their elements to ensure the ongoing reliability and performance of the complete unit and perfectly matching, or even surpass the performance of the OE components. The new oil cooler assemblies are part of the company’s ‘first fit’ programme, which means that they are not only supplied with gaskets included, but with them pre-mounted on the unit to help technicians save time during the installation process. The extension of the oil cooler assembly aftermarket programme includes 13 new items in addition to an existing range of 23 products covering a total of over 220 OE references.
SNICKERS
GO TO WWW.RDR.LINK/VAL026
WORKWEAR
OUTERWEAR JACKETS HELLA AUXILIARY LIGHTS
Stay dry, warm and comfortable by choosing from a range of water-repellent jackets that aim to keep you dry in light showers and deliver great breathability to ventilate your body when you’re active on site. As part of their ‘outer shell’ clothing layer, Gore-Tex jackets are extremely durable. With a waterproof membrane to keep you dry, they’re windproof to keep you warm and breathable to keep you comfortable all day long. There’s a host of AllroundWork and FlexiWork jacket styles and extensive size options available from the company, so you can layer your working clothes properly to ensure that your energy and performance levels are as weatherproofed as you are.
This Black Magic LED series has a high light output of up to 15,000 lumens and are ideal for off-road applications, having already received two awards in the USA for best new product. The dustproof and waterproof housing and robust construction is specially designed for off-road applications. The auxiliary lights are available as Cubes, Lightbars and Mini-Lightbars and depending on the variant, they aim to provide outstanding off-road illumination with up to 15,000 lumens. A specially developed reflector ensures homogeneous illumination and the integrated thermal management system aims to ensure adaptation to the ambient temperature, thus providing optimal light output and a longer lifetime of the LEDs. Available in floodlight or spotlight versions, the series can be mounted vertically or in a suspended manner, or they can be integrated into the bodywork or bumper.
GO TO WWW.RDR.LINK/VAL025
GO TO WWW.RDR.LINK/VAL027
48 CVW MARCH 2022
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씰쑼 AES CAM-ALIGNER AND HEAT INDUCTOR Cris Services Group has claimed to reduce workshop costs, extended tyre life and cut vehicle downtime since acquiring a Josam wheel alignment system and portable heat inductor from AES UK. With 40 vehicles carrying wet cement for Hanson UK and a mixed fleet of concrete mixer trucks for hire, the company was eager to improve workshop efficiency and to drive down operation costs such as tyre replacement and fuel. “The equipment we invested in from AES,” says Transport Manager Alin Gabor, “provided the solution for two key challenges: preventing tyre wear caused by mis-aligned wheels and dealing with lengthy workshop procedures when coping with seized nuts and bolts, etc.” The Cam-aligner is a digital wheel alignment system that, according to Alin, enables Cris Services to carry out on-the-spot checks and rectifications without the need to book into a third party. He explains: “The equipment is fully portable and uses advanced camera technology to establish the true chassis centre line of the vehicle. With only a half turn of the wheel, it determines any toe, camber and out- of-square measurements.” Wireless technology then transmits the data from the calibration equipment to the computer and a diagram on screen shows exactly where the issues lie and what corrective action needs to be taken. As for the heater, Alin concludes: “This little piece of equipment scores high in terms of safety, while enabling us to speed up routine maintenance and repair work such as seized up ball joints, chassis screws, casings and wheel nuts.” The AES HI 3.5 uses electrically generated heat, which means the operator and workplace are not exposed to open flame, hot gases and the risk of fire or explosion. Furthermore, the system is lightweight and water-cooled. GO TO WWW.RDR.LINK/VAL028
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ADVERTISEMENT INDEX
Here is a useful summary of all the adverts that appear in this issue of Commercial Vehicle Workshop. Each is listed with its page number and a direct URL that will get you straight to the relevant online information. Autolift Ltd ............................................................ (page 34)
Maha UK ................................................................ (page 21)
www.rdr.link/VAL100
www.rdr.link/VAL112
Automotive Equipment Services UK Ltd .............. (page 34)
Mannol UK ............................................................ (page 45)
www.rdr.link/VAL101
www.rdr.link/VAL113
Ben ........................................................................ (page 37)
Merridale Ltd ........................................................ (page 49)
www.rdr.link/VAL102
www.rdr.link/VAL114
Clarios/Varta .......................................................... (page 10)
Premier Pits ............................................................ (page 7)
www.rdr.link/VAL103
www.rdr.link/VAL115
CVW Online ............................................ (inside back cover)
Robert Bosch Ltd .................................................. (page 13)
www.rdr.link/VAL104
www.rdr.link/VAL116
Dayco Europe ........................................................ (page 30)
Rotronics .............................................................. (page 43)
www.rdr.link/VAL105
www.rdr.link/VAL117
Eclipse Automotive Technology Ltd ...................... (page 40)
Schaeffler Automotive Aftermarket (UK) Ltd .......... (page 9)
www.rdr.link/VAL106
www.rdr.link/VAL118
Eminox .................................................................. (page 17)
Stertil UK Ltd .......................................... (inside front cover)
www.rdr.link/VAL107
www.rdr.link/VAL119
Jack Sealey Ltd .................................................... (page 29)
Totalkare Heavy Duty Workshops .................... (back cover)
www.rdr.link/VAL108
www.rdr.link/VAL120
Knorr Bremse .......................................................... (page 4)
Total Energies ........................................................ (page 49)
www.rdr.link/VAL109
www.rdr.link/VAL121
Liftmaster Ltd ........................................................ (page 40)
Valeo Service (UK) Ltd .......................................... (page 39)
www.rdr.link/VAL110
www.rdr.link/VAL122
Lindstrom .............................................................. (page 43)
Witham Group ...................................................... (page 25)
www.rdr.link/VAL111
www.rdr.link/VAL123
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50 CVW MARCH 2022
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