Commercial Vehicle Workshop March 2023

REGULARS

OIL, LUBRICANTS & ADDITIVES

22 Oliver Kuhn, deputy head of the Oil Laboratory at LIQUI MOLY, gives us an insight into what the future holds for the engine’s slippery friend.

24 Industry should be aware of a rise in counterfeit lubricants due to cost-of-living crisis, warns VLS chairman, Mike Bewsey.

26 Choosing the right oils and greases plays a key role in powering efficient fleets at the lowest cost per kilometre.

DIAGNOSTICS & TROUBLESHOOTING

ACtronics investigates what’s causing problems in the instrument panel on a 2017 Ford Transit Custom

Launch Tech UK introduces its latest device that is packed with diagnostic knowhow.

The widespread use of electrical systems in commercial vehicles calls for an uplift in diagnostic tool functionality, according to Delphi Technologies Aftermarket.

AIR CONDITIONING

34 Sweltering summers might prompt a look at air conditioning systems but in reality they deserve an inspection at any time of year, says Mark Bristow, ISN Europe.

36 Want to know just what state your refrigerant is in?

Colour, consistency and condition are all vital clues, says Auto Air Gloucester.

38 CVW hears how Borg Automotive is urging workshops to get ahead when it comes to air-conditioning compressors to beat the spring rush.

Editors

JOHNNY DOBBYN

JOHN LEVICK

workshop@cvwmagazine.co.uk

Editorial Assistant

FREYA COLEMAN

Group Editor

KIERAN NEE

Digital Manager

KELLY NEWSTEAD

Senior Account Manager

ALEX DILLEIGH

Group Manager

ROBERT GILHAM

Graphic Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Subscriptions

Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

It is published 11 times a year and is available on free subscription to qualified readers.

Subscription rates: UK £30

To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk.

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Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799

Website: www.hamerville.co.uk

Copyright © 2023

© markgusev/AdobeStock (pg 6)

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IT IN THE FAMILY

It was Friday. The shutters had come down here at the workshop, the typewriter put to bed for another week and the pub was beckoning. Then an email arrived, and strictly, with it being out of hours, we wouldn’t have opened it. But, what’s the harm?

The sender – who shall remain anonymous – had very kindly sent a message thanking us for some coverage we had given his company in CVW. Encouragingly he talked of ‘some potential leads’ coming off the back of it – now that's a result as far as we’re concerned.

However, what was really touching was the next bit – ‘as a small family-run business, this means a lot to us.’ The appreciation was heartfelt and genuine. What’s more, it revealed just how invested this individual was in the business. Running a small, familyowned company is not easy and for every success, there is inevitably a failure along the way. Making sure the successes outnumber the setbacks is key to growth and profitability, but it’s also an essential contributor to wellbeing and happiness.

Anyone who runs a small business, especially when it is family owned, knows that you are never off duty, never far from a customer complaint, never far from the next headache. One is almost tempted to ask, ‘why would anybody start a business afresh?’

There is a myriad of answers but chief amongst these – and this most probably applies to our anonymous correspondent – is the belief that they can run a business better than their peers. And with the help of family members, harness that energy, that desire, that togetherness to do something special.

The UK seems to be a hotbed for family-owned businesses. Some research conducted by American Express a few years ago found that the vast majority of familyhiring entrepreneurs said working with relatives had been good for business citing that their loved ones had more commitment to the company's success, were better qualified and were more “knowledgeable”.

The research also found that six in 10 Britons would consider starting a business with a relative – 44% said they would go into business with a partner or spouse while 34% would look to start up with their mother or brother.

According to the study, family-run businesses have a greater appeal to customers. Six in 10 customers said they were more generous when spending in small, family-led businesses, with a fifth prepared to pay more even if they could find a cheaper price elsewhere.

Our industry, whether it be equipment suppliers or workshops, is a fantastic example of this family-owned ethos. Small businesses are the backbone of the overall repair and servicing network, oiling the wheels of local economies and providing employment directly and indirectly.

For this they deserve our continued support and custom. And lastly, if there are any family-owned businesses out there who’d like to be featured in CVW, don’t hesitate to get in touch.

Happy reading.

The CVW Team

“Six in 10 customers said they were more generous when spending in small, family-led businesses”

Festive flurry for van sales

LCV values averaged £9,452 in December 2022 according to reseller BCA, as buyers continued to source stock right through the festive period.

The month-on-month figures fell by £462 (4.8%) in December 2022 compared to November, largely driven by a change in model mix. Performance against guide prices remained strong, averaging 98.8% during December, an improvement of 0.4 of a percentage point compared to November.

Weekly values shows that averages were above £10,000 early in December, with continuing demand for any vehicle that could be put to work quickly. Average values declined as the stock profile changed later in the month, with a greater percentage of older, higher mileage LCVs in the mix.

Seasonal patterns

Stuart Pearson, BCA chief operating officer UK, commented: “The overall picture from the LCV market during 2022 saw a return to more seasonal trading patterns as the constraints imposed by the pandemic eased. Whilst there were short spells during the year where supply and demand were not quite in sync, generally the wholesale LCV market remained wellbalanced and average values in December reflected this.

“Whilst the new LCV market continues to face the challenges of the ongoing supply chain issues and a shift towards alternative fuel-types, BCA’s online LCV programme continues to be the best and most reliable source of stock for professional buyers,” added Pearson.

Registrations on the rise

UK new light commercial vehicle (LCV) registrations grew to 22,098 units in January, a year-on-year increase of 25.8%, according to the latest figures published by the Society of Motor Manufacturers and Traders (SMMT). The growth represents the first rise in new LCV registrations since the September plate change last year.

Registrations increased across all weight classes, besides small vans weighing up to two tonnes, with deliveries of the most popular vans, those weighing greater than 2.5 to 3.5 tonnes, rising by 34.1%, and vans weighing greater than 2.0 to 2.5 tonnes up 3.3%. Vans weighing up to 2.0 tonnes, meanwhile fell -22.6%. The smaller volume pickup and 4x4 segments grew by 20.6% and 62.7% respectively.

In further positive news, January saw record deliveries of battery electric vans for the month, up 53.5% to 993 units, accounting for one in 22 vans joining UK roads. With nearly 40 plug-in LCV models currently available and more in the pipeline this year, the trend is set to continue, with the latest market outlook anticipating 2023 BEV uptake to rise by 64.5% to some 28,000 units.

Amplified by green fleet investment, the total LCV market is also set to grow this year, with 321,000 van registrations targeted, amounting to an uplift of 13.9% –with a market value of more than £13 billion, a £1.5 billion increase on 2022.

Mike Hawes, SMMT chief executive, said: “The LCV sector is already delivering growth for the UK in 2023, bucking the recessional economic trends. Manufacturers have invested billions to bring choice to the market, especially in electrified vehicles, so harnessing this momentum will be essential to an increasingly green recovery. Accelerating electric van uptake means delivering infrastructure and incentives to give every van operator the confidence to make the switch.”

Breakdown providers get together

Breakdown call centre specialist TNS 365 continues to strengthen its partnership with Dunmow-based commercial vehicle breakdown and repair business, Complete Tail Lift Solutions.

Complete Tail Lift Solutions switched to using TNS 365 as its out-of-hours call centre provider for emergency call-outs.

Commenting on the move, director Mark Knight said: “We had a previous provider for out-of-hours, but TNS 365 comfortably

beat it on price and has provided a superior service since we switched over.”

The business also uses TNS 365’s software system designed for breakdown and repair specialists. “The software is great, it particularly takes the pain out of invoicing,” added Mark.

The working relationship between the two companies has grown over several years. Complete Tail Lift Solutions helps to enhance breakdown and repair coverage for TNS 365’s own clients with vehicles operating in South-East England.

“The relationship between our two companies has developed over the years and is a reciprocal one,” said Mark. “We use the TNS 365 out-of-hours call centre to provide our clients with a high level of service outside of office hours, as well as using TNS 365’s software system. In addition, TNS 365 trusts Complete Tail Lift Solutions as expert providers of breakdown coverage for its clients with vehicles in our region. So, it’s a relationship that really benefits both parties.”

The costliest minute of your life

Leading voices in motor vehicle repair have teamed up with the Health and Safety Executive (HSE) to warn of the dangers of working under vehicles without proper equipment.

Figures recorded by HSE in the five years up to March 2022 show that 13 workers in the motor vehicle repair industry were killed when work took place under a vehicle that wasn’t properly supported. Since April 2022, HSE has become aware of another four cases of workers being crushed to death by an incorrectly supported vehicle.

Official and anecdotal reports of a wide range of working practices gone wrong are leading to fears mechanics and enthusiasts are putting their lives in danger routinely.

Watts in the fridge

McBurney Transport Group has opted to fit all new refrigerated trailers with solar panels from Genie Insights, following an extensive one-year trial. The 50-watt panels have been fitted to the roof of each trailer with the primary function of keeping fridge batteries in a charged state to prevent battery related breakdowns and costs.

In 2021, the company had a solar panel fitted to one trailer and ran this in the fleet for 12 months as a trial, including over the winter period to ensure that the panels could perform all year round. The test trailer operated all over the UK and Ireland including the most remote northerly regions of the country with the worst weather

Fiona McGarry, an HSE inspector who works with the motor vehicle repair trade said: “One death is too many – to us, these tragedies could easily have been avoided, but they keep happening. Sadly, the phrase we hear too often is ‘this will only take me a minute’. It is crucial the correct equipment is used when working under vehicles.”

The annual death rate in the motor vehicle repair industry is 1.62 deaths per 100,000 workers – around four times the average rate across all industries. In total, 21 workers in the motor vehicle repair industry have been killed in the last five years – 13 of which were caused by work under a poorly supported vehicle.

NEWS IN BRIEF

Emissions specialist CERAMEX has seen its DPF cleaning volume increase by 15% year on year, with regular weekly throughput reaching more than 2,000 units per week. Increased logistics fleet activity both nationally and in Europe and the expansion of its customer base has contributed to the uplift in volume, helped by the company’s ability to process a significantly larger volume of DPFs, following its relocation to a brandnew, 67,000 square-foot facility in Reading in 2021.

As 2023 gets underway, Ceramex says it anticipates an even busier year in response to rising customer demand. Barney Milles, managing director, commented: “Our performance over the last year clearly demonstrates the demand for cleaning and remanufacturing of commercial DPFs.”

According to lubricants group, CERTAS it’s estimated that at any one time, around eight in ten independent garages will be using out-of-spec lubricants, resulting in lower performance, more breakdowns, lower efficiency and more vehicle emissions.

conditions and shortest daylight hours.

During the trial, multiple downloads were taken from the solar panel's charge controller at key points throughout the year, which gave visibility of the battery's state of charge. This data confirmed that whilst there was a draw being taken from the battery when the fridge was not running, the solar panel was putting enough charge back in to counteract this consumption. This data, coupled with the fact that there were no fridge battery related costs recorded during the same period, proved the success of the trial.

Following the positive result, the company is now in the process of fitting 146 new trailers with Genie Insights' solar panel kits.

In response the company has assembled a new UK technical advisory group that brings together a team from across various business units to tackle industry challenges such as out-of-spec lubricant use. The group will meet once a month to discuss topical subjects and be a driving force to implement innovation. The main topic on the team’s agenda is end-user and reseller education on the importance of correct lubricant application.

“Education for lubricant resellers and end-users is essential. Incorrect application costs huge sums in breakdowns and poorer performance,” said Anthony Conboy, business account manager.

Caught on camera

A waste management specialist says the roll-out of a 4G telematics camera system is proving invaluable when it comes to protecting its truck drivers and its reputation.

A longstanding user of Durite cameras in its 130-strong HGV fleet in Scotland, Enva started with single forwardfacing cameras, upgraded to a multi-camera digital video recording (DVR) system, then progressed to installing Durite Live systems.

“We decided to move to Durite Live to provide quicker access to footage and even better protection for our drivers. It has proved invaluable to us. This could be a collision or even something as simple as providing proof to a client that we had visited their site on a specific date and time to collect waste, “explained Alan Jackson, Enva’s fleet maintenance supervisor.

Warm welcome for students at Automechanika

“From my perspective as a fleet manager, it enables me to be more efficient,” he added. “Scotland is a big country and our vehicles can be operating anywhere, including rural locations. It’s far easier for me to remotely download footage of an incident than travel to the vehicle to take footage from the DVR. I also know where every vehicle is at any given time.”

Automechanika Birmingham says it is looking forward to officially welcoming the next generation of aftermarket professionals with open arms to its summer event on 6th – 8th June, as the event organisers look to take a proactive approach in helping to bridge the ongoing skills gap and train the future specialists of the industry.

In line with attracting future talent into the industry, along with aftermarket apprentices, Automechanika Birmingham is also encouraging first-, second- and third-

New depot hits the heights

ATS Euromaster has opened a brand-new tyre fitting and service centre in Hull. The new site is based at Cleveland Street and replaces its former centre in Waverley Street.

The centre offers wider scope for commercial vehicle servicing, thanks to its high roof bays, and now includes MOT work for class 4 commercials and Class 7 commercials particularly high roof versions. Additional services include battery diagnostics and replacement, suspension checks and computerised wheel alignment. All vehicles are given a free digital vehicle health check as part of any work carried out.

year students to attend its informative event in June, and consider the many opportunities available to them.

Alex Jones, marketing director of Messe Frankfurt UK, organisers of Automechanika Birmingham, said: “The statistics don’t lie, and unfortunately the number of dropouts in the first year of college is frighteningly high for automotive courses. Not only is it important to capture the interest of fresh talent by offering attractive apprenticeship schemes and college courses, once we have these individuals on board, we need to ensure we can keep hold of them.”

“The new site at Cleveland Street is more spacious and better equipped to handle a wider range of vehicles than our old centre," commented centre manager Wazir Karmali. “We can now handle everything from high roof transits and minibuses to the latest electric vehicles, so it's a very exciting development for us.”

“ ...it has proved invaluable to us....”

TRAFFICNEWS

Ts and Cs

The arrival of Renault Trucks' all-electric heavy-duty range – the E-Tech T and C - marks a major step forward in its commitment to decarbonising road freight transport, claims the company. Renault Trucks says it is now the only manufacturer to provide an electric mobility offer for all uses: from a 650kg cargo bike to a 44t electric tractor and construction truck.

The Renault Trucks E-Tech T and C have the trademark graphic signature of the brand's electric trucks: blue hubcaps and vertical stripe on the sides of the vehicle and the Renault Trucks E-Tech badge at the front. They are also fitted with a new emblem plate in blue plexiglass.

To increase safety, the front of the vehicles has been brought forward by 115mm and radars have been placed on the sides.

The chassis is also equipped with a retractable step which maximises the space dedicated to the batteries.

As for the completely revised front panel, Renault Trucks' designers have drawn their inspiration from the world of electronic music, with a pattern reminiscent of an equaliser. To reinforce this electromechanical effect, the front of the vehicles is fully painted.

Finally, the Renault Trucks ETech T and C feature the brand's new logo with updated features. Placed on the front panel, the brushed aluminium diamond on a shiny black background gives the vehicles a modern and sophisticated look.

For more on the Renault E-Tech T and C, WWW.RDR.LINK/VAW001

The future for road freight transport has arrived.

It’s all about

Logistics specialist can’t contain itself

KRONE TRAILER UK

Container logistics specialist KBC is taking delivery of 51 Box Liner FS10 skeletal trailers from Krone Trailer UK, to support the company during a period of rapid expansion. The new container carriers, added to a further consignment currently on order, will grow the KBC Krone fleet to 160.

The FS10 has a flat chassis configuration with a sliding bogie for carrying 20ft, 30ft, 40ft and 45ft containers. Krone container chassis are designed to

VOLVO

be durable and versatile, with features including fold-out and retractable container locks, as well as extendable under-run protection. They come with a 10year guarantee against

corrosion perforation.

David Ashford at KBC Logistics, said: “Our business has grown quite rapidly, so we ordered these trailers to support that expansion and future-proof our fleet. The service is excellent from Krone UK, and everything arrived on time, it was a very smooth process from start to finish.”

For more on the Box Liner FS10 skeletal trailer, WWW.RDR.LINK/VAW002

Good reason to add Volvos

Family-owned operator Reason

Transport is introducing the first Volvo trucks into its current fleet, acquiring two new Volvo FH 460 with I-Save and three FM 460 6x2 tractor units – each built to a very high specification, and with spacious Globetrotter cabs.

Supplied by Rory Kelly, Transport Solutions Executive at Volvo Truck & Bus Centre South & East, the five new trucks have been welcomed to the hauliers’ Coventry headquarters.

Michael Reason, director of operations, says: “I’ve always viewed Volvo Trucks as being a premium brand and so, when we were in the market for new vehicles and needed to consider an alternative supplier, Volvo was the first name on our list. Our drivers are very excited about this switch; they can’t wait to put them to the test!”

Reason Transport’s new FH with I-Save tractor units have been specified to deliver outstanding fuel efficiency on long-haul operations,

benefitting from Volvo’s D13KTC engine, which delivers increased efficiency along with 300 Nm of additional torque, for a peak torque of 2,600 Nm.

For more on the Volvo FH 460 with I-Save, WWW.RDR.LINK/VAW003

Renault makes debut at GIF Transport

Citing vehicle design improvements and a comprehensive dealer back up service as the key reasons for the deal, the two 13- litre T520 High 6x2 pushers will be predominantly running for clients in the oil and gas industry in Scotland as well as international work across Europe.

RENAULT TRUCKS

Due to increased business demand, Aberdeenshire-based haulage specialist, GIF Transport and Logistics Ltd, has added the first ever Renault Trucks to its 14-strong fleet.

“The bulk of our fleet is with a competitor manufacturer, but I know the salesman at Renault Trucks Scotland, Keith Johnston, and he's been knocking on my door for a few years trying to

persuade me to try Renault Trucks. Due to an increase in demand for our services we are getting busier, so the time was right to add two new vehicles, " explained director Brian Pirie.

The new T520 Highs come with lightbars, auto lighting and windscreen wiping, multimedia screen, Roadpad+, fixed roof air deflector and two side deflectors.

For more on the 13- litre T520 High 6x2 pushers, WWW.RDR.LINK/VAW004

Spartan just loves the economy

RENAULT TRUCKS

Spartan Distribution Ltd has taken delivery of a Renault Trucks T480 6x2, supplied by dealer, Allports Group. The vehicle, complete with Eco Max Double Dek trailer, was selected for its performance and spacious cab.

The new 13-litre T480 comes with Optidriver gearbox, Fuel Eco Pack, Comfort Pack, luxury heated and vented driver’s seat, multimedia screen with Roadpad + camera input, Optivision subscription, LED rear lights, cab 4-point air suspension, full air kit, emergency application of parking brake as well as 3 HD cameras with full HD recording system supplied with live viewing capability and Turnsafe with audible LH alarm.

The new T480 is working on same-day contracts and is double-shifted, every day, trunking for The Pallet Networkat night and daytime deliveriesin London.

“Our trucks are workhorses, and the Renault trucks handle everything we throw at them. The fuel consumption has been impressive too - the Renault truck is getting 9.9mpg. With fuel prices the way they are, this gives us a considerable saving over the year,” commented director Martin Barron.

For more on Renault Trucks T480 6x2, WWW.RDR.LINK/VAW005

TIME TO SIGNUP

Visitor registration for the Commercial Vehicle Show has now opened. Taking place at the NEC,Birmingham from 18th to 21st May, you can register for your free tickets now at cvshow.com

The CV 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 the perfect platform to see new product launches, reengage with existing contacts and connect with key decision makers and 2023 will be no different, demonstrating the longevity and uniqueness of the event as the largest and best attended commercial vehicle event in the UK.

Big names

Visitors can expect to see both new and returning exhibitors this year from every corner of the road transport sector with more than 175 companies having already signed up for the 2023 Show. New names this year include IVECO, Hydrogen Vehicle Systems and TUFFA UK, meanwhile, returning brands include ZPN Energy, Webasto and Sortimo.

Visitors can now register for free admission to the 2023 Commercial Vehicle Show as it returns as the UK’s largest and best-attended road transport exhibition.

As 2023 unfolds, the commercial vehicle sector continues to face multiple challenges, from continuing 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 visitors to help address these challenges including a series of expert panel discussions, with audience interaction, which will take place in live theatres across all three days of the Show. These talks will address some of the most crucial and important topics facing the industry whilst answering questions from attendees.

Two live Theatres – Workshop Theatre, in association with Commercial Vehicle Workshop, and the Road Ahead Theatre -

will offer presentations on industry megatrends and panel discussions over the course of the three days. These featured discussions will address some of the most crucial and important topics facing the industry whilst answering questions from attendees and are crucial for anyone wanting to keep abreast of the latest developments and technologies in commercial vehicles, garage equipment and aftermarket, refrigerated transport solutions and cost-effective technologies.

Fantastic prospect

Tim Mustin, sales and marketing manager comments: “The 2023 Commercial Vehicle Show is the place for everyone working within the commercial vehicle sector to be at – offering the ideal opportunity for seeing new products and services, gathering information and networking with industry colleagues to discuss the most important issues facing SME and large operators. The Show is the event where business gets done and the stage is set for a fantastic 2023 event!”

FOR MORE DETAILS AND TO REGISTER, WWW.RDR.LINK/VAW006

DYSLEXIAIN THE WORKSHOP: CURSE OR BLESSING?

This month, Andy Brooke, managing director at Maverick Diagnostics, explores an issue he only discovered in later life has played a major part in his development – dyslexia.

Most of us ask ourselves at some point: “Why did I ever become a workshop technician?” The answer normally goes back to when you were a small child. I, for one, was an addicted fixer of anything at an early age; I was addicted to Lego, Meccano, even Stickle Bricks. Later, I became a keen builder of cars and motorbikes and there are pictures of my two-year old self trying to fix a pedal car – I’m sure it will pop up publicly somewhere eventually. I got my first car age 13, a Mini 1000, and started autograss racing in the junior class. In short, I’ve been a committed petrolhead for as long as I can remember.

My love of cars and car repair aside, the truth is that I struggled at school. My reports invariably said things like “Andrew is intelligent but cannot concentrate”. Just to rub things in, I come from a family of published authors and journalists, with my own sister being an excellent writer with a masters in English and lots of other similar qualifications. Obviously, this put further pressure on me. At 16 I applied to the RAF to become an airframe technician, but I failed to get in. Interestingly, they thought I had cheated on the IQ test, as my results were fantastic – especially when compared to the “miserable failure” of my English test.

Daunting discovery

I was almost 25 before I discovered the potential reason for my difficulties in academia: I’m dyslexic. Even today, it’s a hellish struggle for me to write these words

“I was almost 25 before I discovered the potential reason for my difficulties in academia.”

in the correct order. Fortunately for us in the 21st century, computers now correct our errors automatically, or at least highlight them with a handy red zigzag line. Also, I’m lucky enough to have lovely proofreaders to check I’m making any sense at all.

So, I hear you asking: “What has this got to do with the motor industry?” Well, the truth is many technicians I speak to also prove to be dyslexic, including some of the very best. Perhaps they find it easier to naturally understand how things work?

I was inspired a few years ago when my daughter bought me a book by the genius F1 chassis designer Adrian Newey. Adrian is dyslexic and just understands naturally how things like complex aerodynamics should work. After reading this, it turns out so was Steve Jobs and so is Richard Branson. Not impressed by them? Well, try John F Kennedy, George Washington, Steven Spielberg... the list goes on! I now look at my dyslexia as a blessing, not a curse.

Here’s the rub: I work mainly with dealer diagnostic tools, software, computer, and network systems and have done for too many years to count, so I feel I’m well placed to understand the struggles many have. For example, when I’m reading diagnostics instructions on a screen, I must read through them many times, to make sure I’m not going to ‘brick’ the car. When you’re under pressure to get a diagnostic job done it can be stressful. I now feel that dyslexia has made me a far better technician; it has forced me to be very methodical and I’m now able to think laterally and carefully about all sorts of situations.

I find a lot of vehicle technicians learn simply by kinaesthetic methods i.e. handson practical work, outside of the classroom.

Unfortunately, as vehicles advance, we will all need to have a certain level of electrical knowledge, which will inevitably involve reading and writing.

I’ve found the ideal way around this: there are so many helping hands these days from text-to-speech software and speech-totext software, such as Nuance, which helps you with grammar, spelling and, well, everything. It’s so useful, in fact, that I used it to write this article! FOR

“I now feel that dyslexia has made me a far better technician.”

HEALTH IS WEALTH

Rotronics’s managing director, Ken Clark, helps readers with the best options of looking after battery technology and keeping the workshop budget in good shape.

We feel pretty confident that most people will be familiar with the concept of keeping waterproofs waterproof. Just chucking them in the washing machine without any technical cleaners and wash-in waterproofing will eventually mean that one day you will be soaked through.

There are some clear differences, but not looking after your vehicle batteries has real similarities and can land you in the same predicament. This is about using the right technology and taking care of it, therefore saving money. By looking at some data pulled out of our battery information dashboard ROBIS, we can get a clear picture of battery health across independent hauliers, commercial fleets, OE commercial, PSV, emergency vehicle and emergency vehicles.

Based on data from 25,500 vehicles which have been well looked after, tested and charged last summer and winter, one can readily assess the cost savings to be made in workshops, just through improved battery management.

From test results, we know that last winter 26,500 batteries needed charging: that is just over 13,000 vehicles. It can be shown by the data that those 13,000 vehicles would have broken down if left unattended and the maths on that number is shocking. Each breakdown costs roughly £350, give or take, so that means that an unnecessary spend of £4.5 million was averted, simply through correct battery management.

Shocking fact

The summer months are always kinder to battery technology but, even so, 22,900 batteries needed charging, which is 11,450 vehicles, a spend of over £4 million. Again, something which can be averted because of improved battery management.

“...an unnecessary spend of £4.5 million was averted...”

Where the spend gets more shocking is when we look at our data for batteries that needed to be replaced in the same periods. Even when batteries are well looked after, they may get to a replacement stage.

Last winter, the average replace decision from tests was around 19% of all tests and that equates to 15,000 batteries. In summer there is an improvement of a couple of percent, but it still comes to 9,800 batteries. The average price of a battery is £180, give or take again, and so that means an additional new battery spend of £2.7 million in the winter and £1.8 million in the summer. If workshops in the data group had not been testing and charging, they would have had to shoulder those new battery costs in addition to the breakdown costs.

Shocking fact

This might seem alarmist, but a look at the data from ROBIS to see how many of the 25,500 batteries tested were in good condition, did not need charging and the vehicles had no breakdown risk is enlightening. Last winter, it was only 45% and in summer it was only 50%. That is leaving a large margin for error, breakdown and expense because of battery failure.

These data clearly show that battery management processes, testing and charging according to the test result are all essential to keeping a workshop’s battery spend as tightly managed as possible. That is something that all readers will be feeling very keenly in the current climate.

Parts manufacturer Schaeffler

MILLIONAIRES’ ROW

To celebrate the 10th anniversary of its REPXPERT workshop technology support programme, Schaeffler is planning to reward three lucky members with one million points each during 2023, one for each of its three market leading brands – LuK, INA and FAG.

“Thousands of workshop professionals across the UK and Ireland use REPXPERT every day, whether to search for products on TecDoc, download vehicle manufacturer fitting instructions or just redeem and spend their points in the bonus shop,” explains marketing communications manager, Jeff Earl.

“We have decided that this loyal band of proactive garage owners and technicians who are committed to improving their professional skills so they can fit our OE products right first time, every time, deserve a little extra in 2023.”

Who's the LucKy winner?

“The promotion is simple, the more LuK products the member installs the more boxes they can scan, and therefore the greater their chance of winning one million points, which they can then spend anywhere in the REPXPERT platform, from TecRMI data to tools, clothing, and consumables in the Bonus Shop.

“The first REPXPERT points millionaire will be drawn at random at the beginning of May, from the pool of members who claim REPXPERT bonus points between February and April on purchases of LuK transmission products.

“So, we encourage members to keep installing LuK products, with the knowledge that for every job that’s completed, the closer they are to becoming the first of just three REPXPERT points millionaires!”

is giving three technicians the chance to become a ‘REPXPERT Millionaire’ this year.

FILM STARS

With ever thinner motor oils playing a lead role in a bid to reduce fuel consumption and emissions, CVW asked Oliver Kuhn, deputy head of the Oil Laboratory at LIQUI MOLY, what the future holds for the engine’s slippery friend.

QWhat’s the deal with thick or thin motor oil?

Oliver Kuhn (OK): The viscosity of motor oil is indicated by two numbers, for example 5W-30. The first number with the “W” stands for the low-temperature viscosity, i.e. how fluid the oil is at low temperatures. The second number represents the hightemperature viscosity, i.e. how fluid the oil is at high temperatures. The following applies to both numbers: the higher it is, the more viscous, i.e. thicker the oil. And vice versa: The lower the number is, the thinner the oil.

QWhy is motor oil becoming thinner and thinner?

OK: This is due to manufacturers and their efforts to further reduce vehicle emissions. The thinner a motor oil is, the less force the engine needs to apply to pump it. This reduces fuel consumption. The effect isn’t huge, but thin oil is one of many adjustments the auto makers make to increase the efficiency of their vehicles. Our task as an oil manufacturer is then to develop motor oils that are thin and still offer the required performance.

QBut how can such thin oil still lubricate properly?

OK: This can only be achieved with stateof-the-art lubricant technology. Motor oils consist of two main components: the base oil and the additive packages. In the past, the base oil was the most important performer in motor oil, but today it is the additive packages. They are not only responsible for the cleaning and corrosion protection with thin-bodied oils, but also for cooling and lubrication. The base oil, i.e. the actual oil, is then hardly more than just a carrier fluid for the additive packages. Almost a third of modern oils consists of additive packages.

QWhat happens if I add such a thin oil to an engine that is not designed for it?

OK: If an engine is not designed for this purpose, you should definitely not do so. This is because the oil film is simply too thin for the engine. It is not capable of bearing

the load and then breaks down. A cracked oil film means significantly increased wear, which can extend to seized bearings. This, in turn, can lead to consequential damage up to major engine failure.

QWhat happens if I add too thick oil to the engine?

OK: The actual lubrication is less of a problem here, apart from the fact that fuel consumption increases. But to force the thick oil through the small oil passages designed for thin oil, the oil pump has to work more. As a result, it can become overloaded and fail. And then the engine is completely without lubrication.

QHow do I know which oil is the right one for a vehicle?

OK: By looking in the manual, you can see which oil specification is required. Or simply use the free oil guide at www.liquimoly.com. Just a few clicks are all you need to get an overview of the right oils.

QHow thin can motor oil get anyway?

OK: That’s an exciting question. The lowest viscosity currently specified for motor oil is 0W-8. This is almost a single-grade oil. In addition to lubrication, the difficulty here is above all evaporation, because the thinner an oil is, the easier it evaporates. With the 0W- 8, this balance can just about be maintained. For even lower viscosities, it would probably require a completely different chemistry, which would then no longer be based on oil. In any case, 0W-8 is limited to the Japanese market. Only the Japanese automotive standards organization JASO has published specifications for 0W-8 to date, but so far neither the European car manufacturer association ACEA nor the American API have done so. In addition, 0W-8 is only

intended for gasoline engines. For diesel engines, 0W-20 is currently the lowest viscosity. This is due to the higher-pressure load there.

QCars in particular have such thin motor oils. What about commercial vehicles?

OK: By far the most development work for thin-bodied motor oils takes place in the passenger car sector. Although there is also a trend towards thinner oils in commercial vehicles, it is much slower. There is a great deal of concern here about trading off fuel savings with increased wear.

TO FIND OUT MORE ABOUT LIQUI MOLY

“...for diesel engines 0W-20 is currently the lowest viscosity...”

IS ITTHE REAL DEAL?

Rising costs are putting immense pressure on workshops and operators alike to save money where they can. As a result, our industry trade body, the Verification of Lubricant Specifications (VLS), is expecting a rise in counterfeit lubricants as the black market looks to cash in and sell cheaper alternatives to genuine products.

Counterfeiting affects many vehicle parts and accessories, and lubricants are no exception. Modern vehicle engines are highly complex. They require sophisticated lubricants using advanced chemistry, backed by the investment of millions of pounds, dollars or euros by major additive companies.

These additive companies use extensive bench, laboratory or real-life engine testing to guarantee performance standards and safety. Although the vast majority of lubricants on the market are genuine, types of counterfeit oils might include:

● Virgin base oil with a sub-standard additive pack or lower spec base oil being used

● Virgin base oil with no additive pack at all

● Used oil that has been repackaged and presented as new oil

● Re-refined product that is unsuitable for its stated application

● A lesser-spec oil presented as a premium specification

Compared to standard formulations, counterfeit products might have fewer or even no additives at all. This can significantly affect the lubricant, resulting in poor or possibly even dangerous performance compared to genuine products. Just like using the wrong oil, using counterfeit oil could lead to accelerated wear in gears and bearings, the formation of lacquers on surfaces such as pistons and the development of sludge that could restrict oil flow. All of which could lead to increased maintenance costs and, if left unchecked, eventual engine failure.

The cash-strapped vehicle owner may also try to buy oil themselves to save money. With limited knowledge in such a technical area, they risk buying counterfeit oil online or from other unscrupulous sources, which aren't what they purport to be.

If a product looks too good to be true, it probably is VLS is urging workshop owners, mechanics, technicians and end users alike to take a series of common-sense steps to reduce the risk of buying and using a counterfeit product:

“... they risk buying counterfeit oil online or from other unscrupulous sources...”

Purchase lubricants from reputable sources such as official distributors or well-regarded motor factors. Avoid purchasing finished lubricants from unofficial sources or less reputable internet sites where the source of the product is unclear.

Avoid products that appear to be heavily discounted or are being sold in a hurry, such as ‘fire sales’ or ‘stock must go’ end-ofline promotions.

Check for authentic marks on packaging, such as batch codes. Most reputable lubricant blenders use batch codes as part of their ISO quality assurance processes. If a product does not have a batch code or authentic serial number, there is a greater risk that it might not be genuine.

If a lubricant manufacturer is claiming ACEA specifications, check to ensure that they are a signatory to the European Engine Lubricants Quality Management System Letter of conformance for lubricant manufacturers (https://www.saileurope.eu/registrations/lubricant-marketers)

Check any packaging and product labels carefully. Fraudsters will aim to maximise revenue at minimum cost, so they may use lower-quality packaging or labelling. Does the packaging look and feel of appropriate quality and as you would normally expect? Looking at the product label, is the spelling and use of grammar correct? Is the colour on the label an exact match against previously purchased authentic products or are the colours slightly washed out? Are the text and images clearly printed or a bit blurred and not as sharp and well-defined as they could be?

Is the pack integrity supported by a tamper-evident seal that is evident?

Ask for technical and safety data sheets. Reputable suppliers should have no problem producing these or advising you where to access them. Suppliers trying to pass off counterfeit lubricants may be evasive about providing this important information.

Taking these simple steps can ensure counterfeit products don’t cause unnecessary breakdowns, damage your reputation or worse damage your customer’s vehicle.

TO FIND OUT MORE ABOUT COUNTERFEIT PRODUCTS

WWW.RDR.LINK/VAW011

LUBE UP TO CUT COSTS

Choosing the right oils and greases plays a key role in powering efficient fleets at the lowest cost per kilometre. SHELL explains why.

In a price sensitive market, lubricants are often one of the first areas where costs are cut. In fact, a survey of fleet managers revealed that only 52% believe lubricant product performance to be an important purchase consideration *.

But high performance lubricants and greases play a vital role in reducing maintenance costs, improving fuel economy and increasing vehicle availability – and can help the environment by cutting emissions.

Buying cheaper oils and greases will cut costs in the short term but the detrimental effect on vehicle components is more costly in the long term: one in three fleet managers admit that errors in lubrication had cost their business over $100,000 in the last few years*.

Evaluating and reducing total cost of ownership (TCO) is a key tool in fleet management, enabling fleet managers to extract the best possible value from their vehicles over their lifetime. Yet 56% of fleet managers do not expect high quality lubricants to help cut maintenance spend, which typically amounts to around 10% of total fleet costs*.

For fleet businesses, TCO includes monitoring ‘cost per kilometre’ of the vehicle fleet, which is influenced by vehicle availability, maintenance cost and fuel expenditure. This figure – £/km – is used to evaluate the impact of lubricants not only on maintenance budget and processes, but also any costs related to lost productivity through vehicle downtime.

Any period of unplanned maintenance for a vehicle will affect a company’s efficiency, reputation and, ultimately, the bottom line. The longer a vehicle is on the road and the more reliable it is, then the greater the profit. And this can only be achieved by using the right lubricants and greases to protect components against wear, deposits and corrosion while prolonging oil life, reduce maintenance costs and maximise oil drain intervals.

Fuel costs now account for as much as 39% of total fleet operating expenditure, so a lubricant that delivers even a small increase in efficiency can greatly impact TCO. The latest low-viscosity heavy duty engine oils enhance fuel economy without compromising on wear protection or oil life,

delivering maximum efficiency and welcome savings on fuel costs.

Even seemingly small changes to lubricant procurement decisions can have significant impact on TCO. After following expert advice from Certas Energy and upgrading to a high performance lubricant from Shell’s Rimula product family, a national road haulage business made savings of more than £45,000 on its yearly maintenance budget.

Take advice

Every component of a truck or bus made by different original equipment manufacturers (OEMs) has its specific lubrication requirements. OEMs define the minimum requirements for lubricants or greases, but not all products that meet these standards deliver the same level of performance.

Premium lubricants manufacturers work closely with key OEMs to develop products that are technologically advanced and can meet and exceed equipment needs both now and in the future.

This close collaboration provides oils that are designed to keep transmission components protected so they keep working effectively mile after mile. Using premium innovative products, can provide confidence that fleets are operating at optimal performance.

There are also a number of other factors unique to fleets that can affect lubrication performance. These include how the vehicle is fuelled, operational parameters and surrounding environment – all of these considerations must be taken into account when choosing the correct lubricant or grease for your fleet. These fleet-specific challenges make it vital to consult a lubricants expert who can advise on the best solutions.

Consulting a lubricants technical expert will help you understand your fleet’s individual needs. Their expertise and product knowledge ensure that lubricants and greases are optimised for the latest vehicles to improve reliability and productivity.

Management

When upgrading lubricants, it’s also vital that transport operators have the right management processes in place. Even the

best product cannot perform to its full potential if it is not applied and managed correctly, so having effective lubricant management systems can help deliver value from improved productivity and reductions in lubricant consumption, maintenance and operating costs.

Extra benefits

The latest lubricants also help to keep emissions low by protecting the performance of exhaust emission systems. Using a lower quality lubricant can degrade equipment such as catalysts and diesel particulate filters, leading to compromised systems which can contribute to greater emissions. Furthermore, blocked DPF have also been shown to increase fuel consumption.

High performance lubricants, such as Shell Rimula Ultra E Plus 5w-30, ensure that a vehicle complies with legislation by prolonging the life of exhaust emission systems and contribute to greater fuel efficiency and reduced costs per kilometre.

Ultimately, optimising lubrication will have a significant impact on component life, maintenance costs, and unplanned downtime, so it can contribute to cost savings far higher than the price of the lubricant itself. By keeping one step ahead, fleet operators can be ‘total cost of ownership’ aware, helping to unlock the financial opportunities that effective lubrication can provide.

[*] This survey, commissioned by Shell Lubricants and conducted by research firm Edelman Intelligence, is based on 395 interviews with Fleet sector staff who purchase, influence the purchase or use lubricants/greases as part of their job across 8 countries (Brazil, Canada, China, Germany, India, Russia, UK, US) from November to December 2015.

“...the latest low viscosity heavy duty engine oils enhance fuel economy...”

IS THAT GLITCH CUSTOMARY?

At first, it seemed like a simple case: on a 2017 Ford Transit Custom, the info display on the instrument panel kept on flickering and failing. The instrument panel was therefore immediately removed and sent to ACtronics for repair. However, during the entry test prior to the repair, the instrument panel appeared to work just fine. Could there be something else going on?

Unfortunately, it sometimes happens a vehicle is sent to the workshop with some strange electronic malfunction, but the real cause of the problem is hard to find. In

modern vans, performing a proper diagnosis is becoming increasingly difficult. So, in these cases it really helps when you’re pointed in the right direction. The Ford Transit Custom in this story (type 2012-2018) was just such a case.

Right after the instrument panel was sent back from ACtronics to the workshop, it was refitted into the car. All seemed okay for a while, but the Transit soon started to suffer again from several strange malfunctions. For example, the remote-control sometimes didn’t respond when pressing a button. However, the remote-control's battery was

recently replaced. Maybe a switch within the remote control was starting to fail? But after a thorough investigation all seemed fine regarding the remote control. So, what was causing this problem? And could it be related to the failing display?

Then, for no apparent reason, both rear light units failed. This couldn’t just be a coincidence: there must have been an electronic fault somewhere within the vehicle. So, looking for further clues, the Transit was read for error codes again:

● U0073-88 – communication bus interface module disabled

● U0155-00 – no communication with the IPC control module (Instrument Panel Cluster)

● U0558-64 – invalid data received from the front control/display interface module

Of course, these descriptions do not exactly tell you what the problem is, but we can draw an important conclusion: there are several modules triggering a fault code. So, what do these modules have in common? For starters, it’s important to check both ground and power supply. The power supply should be a constant feed without any fluctuation.

ACtronics gets to the bottom of what’s causing problems in the instrument panel on a 2017Ford Transit Custom.

Power struggle

This, indeed, turned out to be the problem: there simply wasn’t a decent power supply towards multiple devices. Strangely, though, the van was able to start with ease. “So, it can't be the battery”, you might think. However, in this generation of the Transit Custom, two batteries are located under the driver's seat. One is the starter battery, the other is to supply power to the on-board network. And you might have guessed it by now: that second battery turned out to be the cause of all the problems. Needless to say, after replacing the battery, all problems were immediately resolved.

Unfortunately, this situation is common with the Ford Transit Custom. So always

check the second battery in case of strange malfunctions.

Although in this case the instrument cluster was working perfectly fine, these devices do indeed regularly malfunction. Strangely enough, we’ve noticed the number of revision requests increases during the winter period. We suspect the lower temperatures are causing this increase. So, keep in mind there is a bigger chance of a defective instrument cluster in this period.

WWW.RDR.LINK/VAW013

TO FIND OUT MORE ABOUT DIAGNOSTICS

REMOTE POSSIBILITIES

Remote vehicle diagnostics is becoming an increasingly valuable tool in helping to improve workshop efficiency, as modern technologies can present complex and challenging faults, that are often resolved by control unit updates. Access to OEM data and software updates with a reliable partner is a sound business decision.

For a workshop, the benefits of remote diagnostics include non-running vehicles that can remain in the workshop while being programmed/diagnosed, no inconvenient and costly transportation of the vehicle to another service provider.

Furthermore, as manufacturers move towards secure access gateways, with remote diagnostics there is no need to buy licences or tokens for infrequently seen brands. The most up-to-date software is always used.

No purchase necessary

Launch Tech UK’s X-431 euro tab III and PRO 5 link feature the super remote diagnostics solution, SmartLink, a new development that allows a technician to call on a remote service provider, who, using a SmartLink interface, will connect to the vehicle remotely. Using their experience and the capabilities of OEM and aftermarket diagnostic tools, they can carry

out almost any diagnostic or programming function, on any vehicle.

With super remote diagnosis, most diagnostic functions are possible, significantly reducing the need for technicians to purchase additional diagnostic tools or outsource diagnostic issues, meaning the vehicle can be fixed faster.

Access to the Launch SmartLink service platform is either paid for annually by subscription or pay-as-you-go and an access fee. This advanced interface supports multiple communication and diagnostic protocols, including DOIP, CAN FD, J2534/1/2, D-PDU, RP-1210/C, 5GHz Wi-Fi, Ethernet, and USB 2.0.

More than 15 reset and special functions

are included with the PRO5 link. Software and fault codes can also be resolved using the Launch CarSet database, powered by Haynes Pro. Using guided diagnostics and technical information, the technician is easily able to resolve the fault issue, saving time, completing the job faster and improving diagnostic efficiency.

ADAS dynamic calibrations are also included, while static calibrations are covered with the purchase of the ADAS PRO and ADAS mobile calibration frames.

Timely interventions

The PRO 5 Link tablet uses the most up-todate Android OS 9.1 system, and includes a 10.1in display, 4GB RAM and 64GB memory (expandable by up to 32GB with a micro-SD card). The 1.8GHz processor allows for quick analysis of information, giving the technician the data, the data required without without lag.

The PRO 5 link comes with a two-year warranty, two-year software package with daily one-click software updates and a oneyear subscription to the Launch CarSet electronics database module.

TO FIND OUT MORE ABOUT LAUNCH TECH WWW.RDR.LINK/VAW014

introduces its latest device that is packed with diagnostic knowhow.

IN TROUBLE OR TROUBLESHOOTER?

The vans and trucks of today are more technically advanced than ever before, and consequently the days of purely mechanical systems for important tasks such as fuel delivery, ignition and even braking are now long gone.

The growing use of electrical systems for even the most mundane automotive function means that diagnosing issues becomes a significant challenge without the right tools for the job and the knowledge to go with it.

In fact, even routine service and maintenance can require a few taps on a keyboard and ECU recalibration. This level of complexity is rapidly increasing too, as new technologies such as hybridisation and active safety systems become more commonplace in the commercial sector, especially in LCVs.

Many garages meanwhile report huge increases in demand for LCV work as the number of vans in use on UK roads continues to rise year-on-year to meet escalating consumer demand for home delivery retail.

Thankfully, the tools and knowledge required to service this need are readily accessible and within the reach of garages of all sizes, expanding the range of commercial vehicles they can cater for, and enabling them to compete on service with franchised dealers.

Do it like a dealer

Diagnostics can still be an intimidating subject for some garages, particularly the more traditional and smaller establishments. However, companies like ourselves are working to provide independents with a range of diagnostic tools that can interface with any make and model of vehicle, and which can perform a comprehensive range of tasks that were previously exclusively the preserve of the dealer network.

With our OEM experience, it’s possible we designed the system in the first place, and that means we’re in the very best possible position when it comes to diagnosing faults and identifying issues.

Having been a leading supplier of diagnostic tools for many years, Delphi Technologies launched its current BlueTech VCI next-generation diagnostic tool at the end of 2021. The platform covers LCV, truck and bus sectors. The tool delivers faster vehicle scan times than ever before,

The widespread use of electrical systems in commercial vehicles calls for an uplift in diagnostic tool functionality, claims Luke Garratt, UK & Nordics technical services manager at Delphi Technologies Aftermarket.

while new integrations such as CAN FD, multiple CAN channels, and DoIP (Diagnostics over Internet Protocol) offer garages cost-effective and intuitive access to the latest troubleshooting methods.

The new tool also has integrated security gateway that allows the workshop to seamlessly service security-protected vehicles whilst the new DTC-assist functionality provides technicians with guided diagnostic assistance.

Pathway to profitability

By listening to garages and technicians and working to incorporate everything they value and need in the BlueTech VCI, including Pass-Thru capability, it has opened the door to services such as ECU programming that were previously the preserve of franchised dealers and their OEspecific tools.

Many new vans come equipped with an array of sophisticated advanced driver assistance systems (ADAS) so we’ve ensured that the BlueTech VCI supports the calibration of most modern ADAS features, while we’ve also looked to optimise its easeof-use for the technician.

For example, with the built-in Flight Recorder, technicians can record a range of parameters during a solo road test, ready for review and analysis once safely back in the workshop. For some, these new complex tasks may seem daunting, particularly when approached for the first time. However, Delphi Technologies complements its tools with a high level of support, with garages enjoying access to a technical hotline, in-field support, and comprehensive training programmes.

Join the academy

Covering topics from emissions to common rail diagnostics, engine management issues to hybrid systems, each can be delivered inperson at the company’s Midlands-based training centre, or online through the fastgrowing e-learning academy platform that provides training at the point of need and

through any device, even just a smartphone.

That relationship doesn’t stop when the diagnostic tool is purchased. In fact, it’s really the starting point and we’re seeing growing uptake over time on the Delphi Academy e-learning platform where technicians can check or improve their knowledge at any time.

Delphi believes the ever-growing complexity of vehicles, as well as the range of control systems technicians work on, make this kind of focused ‘on-demand’ modular learning extremely practical for most garages.

By expanding their knowledge and their diagnostic capability, independent garages can provide the same level of service as a franchised dealer. As commercial vehicles become ever more complex, this helps turn a challenge into an opportunity, one where the rewards are increased customer loyalty and improved profitability!

“...it has opened the door to to services such as ECU programming...”

KEEP IT COOL

Sweltering summers might prompt a look at air conditioning systems but in reality they deserve an inspection at any time of year, says Mark Bristow, technical director, ISN Europe.

Most people associate air conditioning (AC) with the summer and focus on its ability to reduce the interior temperature of the cabin on sweltering days, but that’s not the only benefit of a properly maintained AC system.

Cool air is not the only thing generated by AC, it also produces relatively dry air, with most of the moisture removed; exactly what drivers need during the colder months as it demists the insides of the windows incredibly quickly - dry air absorbs the moisture straight off the inside of the glass.

Drivers won’t always think about having their AC serviced during the winter but for a workshop, it’s always worth checking the AC when a vehicle is in for a service, to avoid unnecessary down-time during warmer months.

Over time, the refrigerant in the AC system can seep out of the seals and

moisture can build up inside the system too. Running the system on low levels of refrigerant doesn’t only mean you won’t get the desired temperature drop in the cabin. More importantly, for operators, the AC pump will be continually running, trying to generate the necessary pressure which will put extra strain on the components leading to premature replacement. It could also increase fuel consumption.

Moisture build-up inside the AC system can corrode the internals, degrade the performance and lead to failures; an AC system needs maintaining just like any other part of a vehicle.

There are two main types of refrigerant used in vehicles today; R134a and the newer R1234yf. R134a is extremely harmful to the environment and has a significant impact on global warming, hence the change to R1234yf. The newer gas began appearing around 2013 but uptake was sporadic so the older gas is still in a lot of vehicles today.

An AC service entails connecting the ‘recharge’ equipment to the vehicle to recover the existing refrigerant into the equipment’s internal tank. On its way to the tank, it is thoroughly cleaned using complex filters and separators to ensure all the impurities and moisture is taken out. Any oil recovered is disposed off into the AC machine’s catch tank.

Once the system is empty, the equipment generates a vacuum inside the refrigerant circuit, holding it in this vacuum state for around 20 minutes, so that any moisture in the system evaporates - the boiling point is

“...looking after your refrigerant is key to cost control....”

reduced due to pressure change - and is drawn out of the system and expelled through the AC machine.

After that, the equipment carries out a leak test by closing the system and watching for any pressure drops. If any oil was recovered, it is replaced with new oil and vehicle’s AC circuit is filled with fresh refrigerant - most of what goes back into the vehicle is the original refrigerant, just thoroughly cleaned.

AC CHECKLIST

Points to note:

● It’s always worth checking the drive belt for the AC pump, just in case it need replacing.

● Looking after your refrigerant is key to cost control. When you fill the equipment with new refrigerant, make sure you note how much has gone in (and when) and ensure the virgin gas is returned to a secure area.

● AC refrigerant is expensive. Remember to keep an eye on the amount of refrigerant being used to highlight any issues with working practices that may be costing you refrigerant.

● Don’t attempt to fill a system that has a leak, not only is it illegal to knowingly release refrigerant into the atmosphere, it’s also expensive. If you see the refrigerant leaking out, you will have lost a

considerable amount before you manage to recover what’s left in the system.

FOR MORE INFORMATION

ABOUT THE RANGE OF AIRCON RECHARGE UNITS AVAILABLE FROM HOFMANN MEGAPLAN, WWW.RDR.LINK/VAW016

EYE TEST

Want to know just what state your refrigerant is in? Colour, consistency and condition

The condition of the refrigerant running through a vehicle’s air conditioning (AC) system is an important factor in the correct operation ofall AC components and its overall cooling efficiency.

The only way for a technician to actually verify the condition of the refrigerant is to use a diagnostic sight glass. This allows a visual inspection of the condition and flow of the refrigerant, helping detect impurities such as moisture, crystallisation due to the presence of leak stop, diluted oil due to excessive UV dye and dirty lubricant or debris, possibly caused by corroded internal parts.

Sight preparation

It is the ideal tool for diagnosing problems at the heart of the AC system and can be used with a standard vacuum pump or with a vacuum function on a RRR Machine (recovery, recycle, recharge).

Before any examination takes place, the sight glass needs to be prepared so it is important to always follow the instructions. This preparation will remove any atmosphere from the glass and hoses which allows for accurate testing.

Once prepared and with both sight glass valves closed, connect the hoses to the

relevant ends of the sight glass and the couplers to the vehicles appropriate service ports. Start the vehicle engine and turn the AC system to maximum. Holding the sight glass vertically with the red hose pointing down, open the red side glass valve allowing refrigerant to flow into the chamber. When the chamber is ¼ full close the red side valve and allow the solution to stabilise. The visual inspection can now take place while checking the colour against the refrigerant condition chart.

Contamination

After diagnosis the refrigerant can be redeposited back into the AC system. Simply turn off the AC and the engine. Remove the red coupler from the high side of the vehicle and turn the vehicle and AC back on. Open the red glass valve then slowly open the valve on the blue side. Wait a minute or so after the refrigerant is removed from the chamber to allow enough time for any refrigerant in the blue hose to re-enter the system. Next remove the low side coupler from the vehicle. Don’t forget to check and clean the filter inside the sight glass for possible contamination after use. With the visual inspection now complete you should have a diagnosis pointing to the cause of the problem.

“...this allows a visual inspection of the condition and flow of the refrigerant...”

DARK BROWN OR BLACK COLOUR

System/Compressor exposed to excessive overheating

are all vital clues, says Auto Air

Gloucester.

LIGHT BROWN COLOUR

VISIBLE BUBBLES/PEARLS

DARK GREEN COLOUR

System/Compressor exposed to overheating

JELLY-LIKE, CRYSTALLISED CONSISTENCY

Moisture in the system, contamination caused by bad quality additives, improper vacuum pulled during last services

VISIBLE METAL CHIPS/PARTICLES

Visibly too much UV dye in the system

MILKY,UNCLEAR CONSISTENCY

Bad quality leak stop agents reacting with refrigerant/oil or UV dye, no/improper vacuum was pulled before leak stops application

RED/ORANGE COLOUR

Compressor seizure caused by oil starvation or improper lubrication

VISIBLE RUBBER/PLASTIC COMPOUNDS

Aggressive flushing agent residues reacting with aluminium and Teflon coating the compressors’ inner parts, improper flushing and no proper vacuum pulled after flushing

UNEVEN LIQUIDS MIXTURE

Visibly too much leak tracing dye in the system

Aged seals, aggressive additives reacting with seals and hoses, receiver dryer failure or excessive dryer wear

Application of universal/improper oils, uneven, non-homogeneous mixture of different oils

BLOWING HOT AND COLD

CVW hears how Borg Automotive is urging workshops to get ahead when it comes to air-conditioning compressors to beat the spring rush.

Aproperly working air-conditioning system is important. It ensures optimum temperatures in the vehicle at all times of the year and even protects against fogged windows in problematic weather conditions. However, malfunctions are often noticed in the spring and summer, so workshops should plan ahead for the coming season to secure availability. If there are gaps to be filled, Borg Automotive offers a range of remanufactured airconditioning compressors from the Elstock, DRI, Lucas, and TMI brands – in what the firm describes as “a quality that is on a par with original parts”.

When the days get longer and temperatures rise, the vehicle’s airconditioning system is used more frequently. That’s why drivers notice a poorer cooling performance particularly in the spring, or the lack of cooling is picked up during a routine air-conditioning check in the workshop. In most cases, it is

sufficient to refill the refrigerant, but even if the air-conditioning compressor has failed, good advice need not be expensive, as Borg Automotive provides the aftermarket with an alternative to expensive original parts.

Market coverage

The company's range comprises around 1,300 part numbers and a Europe-wide vehicle coverage of approximately 95%. As Europe’s largest independent automotive remanufacturer, Borg aims to ensure quality by exclusively remanufacturing original parts. For each part number, the in-house development centre determines the optimal remanufacturing process. Production takes place in the company’s own factories in Europe. No wear or defect, no matter how small, in the housing, bores, clutch, pulleys, electric coils, or control valves remains hidden from the company’s specialists, and every issue is rapidly fixed.

What’s more, every airconditioning compressor is individually tested to OE specifications at the end of the remanufacturing process. Before an air-conditioning compressor goes on sale, for example, it must pass leak tests up to 22 bar.

Electric air-conditioning compressors

In addition, Borg Automotive is one of the few remanufacturers in the world that can offer the aftermarket electric airconditioning compressors for electric vehicles and hybrids. It invested early in the respective knowhow and technologies to be able to offer air-conditioning compressors that are driven by their own electric motor instead of a belt. This has helped make the company a one-stop shop for aftermarket workshops.

Increased reliability

In addition to OE-identical quality, value for money, high market coverage, and the fact that remanufacturing saves natural resources and energy, there is another argument in favour of air-conditioning compressors from the Elstock, DRI, TMI, and Lucas brands: a high level of delivery reliability. Borg Automotive continuously stocks around one million spare parts suitable for remanufacturing, sources very few components from outside Europe, produces in Poland, Spain, and the UK, and has high-performance logistics in Poland. In recent years, the company, therefore, has not been affected by the problems of international supply chains to the same extent as other suppliers. For workshops, this means reliability and fast delivery.

TO

FIND OUT MORE

when it comes to HGV’s.

With over 30 years of experience Dr Air Brake is the Go-To Place

We have:

Van Trailer Check (VTC) £2450

•Tractor Unit in a box

•Reduces the time taken to service a trailer.

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•Brake testing is One Man job.

•CAN Lines, EBS Checks & All lights tested.

•Optional Full wireless remote.

Code Talk £1168

•Find Trailer faults quicker and easier.

•Saves money within house diagnostics.

•Stand alone device no monthly fee’s.

•No multiple dongles, just plug and Go

•Wheel Speeds, Voltages and Air Pressures

Trailer Check (Portable) £950

•Quickly test multiple trailers EBS and CAN Lines

•Speeds up testing (no need to shunt trailers around)

•All cables and leads stowed in the case.

•Charges via mains or vehicle 12v socket

•Tests All Lights EBS and CAN Lines

•One Man Trailer testingCompact VTC £1695

•Reduces the time taken to service a trailer.

•Tractor Unit in a box

•CAN Lines, EBS Checks & All lights tested.

•No fume or noise from Tractors running.

•Brake testing is One Man job.

•Small remote include for lights

Compact VTC £1695

•Reduces the time taken to service a trailer.

•Tractor Unit in a box

•CAN Lines, EBS Checks & All lights tested.

•No fume or noise from Tractors running.

•Brake testing is One Man job.

•Small remote include for lights

VAN ALIVE!

The Ford Transit is a popular choice for many businesses as they seek to take care of their light commercial needs. Since its introduction in 1965, the Transit has changed and evolved, and numerous variants have been produced –including panel van, tipper, minibus and many other special applications. It has been reincarnated over the years, according to market demands and technology, and is still a very popular vehicle choice for business operators large and small.

The Transit featured in this article is a 2002 350 long-wheelbase tipper model which was still putting in many hard days

of work after 160,000 miles (260,000km). However, a ‘rattling’/knocking noise was reported to be coming from the clutch area and an oil leak was discovered between the engine and the transmission. This was possibly due to a faulty dual-mass flywheel and a leaking engine rear-main oil seal, which would require the gearbox to be removed along with the clutch assembly and flywheel. A full inspection would be necessary to diagnose the fault and rectify it. This vehicle is a rear-wheel drive variant equipped with a 2.4 TDCi diesel engine. Therefore, to begin the gearbox-removal process, the first job is to remove the gear

stick from inside the cab by removing the rubber gaiter and sound insulation around the gear stick (in the ‘neutral’ position), followed by releasing the plunger on the gear stick extension to ‘free’ it from the lower part. Then, take out the four retaining bolts to the transmission, which will allow the gear stick to be completely removed (Fig.1).

Disassembly

While still working in the cab, slide the driver’s seat forward to locate the battery. Obtain the radio security code (this will be required later), then disconnect the battery.

Raise the vehicle and mark the position of the propshaft flanges in relation to the transmission and rear axle. Unbolt the centre supports and drive flanges and remove the complete propshaft from the vehicle. Inspect the propshaft for any ‘wear’ within the joints, centre bearings and flexible disc, then replace the worn parts before reinstalling the propshaft.

Working around the transmission, locate the clutch slave cylinder, twist to remove it and place it out of the way. Disconnect the wiring connectors for the crankshaft sensor, reverse lamp switch, vehicle-speed sensor and gear lever position sensor, then unclip the wiring harness away from the gearshift-support bracket and detach it from the transmission.

This month CVW looks at a clutch replacement on the old faithful – the legendary Ford Transit.

The starter motor also needs to be removed. Once taken out, inspect it for any clutch debris and clean it where necessary. This starter motor can be susceptible to excessive amounts of ferrous dust produced by the gradual deterioration of the dual-mass flywheel, which can cause it to fail by contaminating the motor magnets and the pinion shaft.

Remove the transmission-support insulator to the front-axle crossmember bolts. Now, the transmission is ready for removal from the engine – only the bell housing bolts remain. However, the transmission will not pass through the gap between the body and the front-axle crossmember.

The crossmember, which is also the fixing point for the front steering and suspension components, needs to be lowered but not removed completely. This is to allow enough room for the transmission to pass.

Partially remove the retaining bolts that fix the rear of the crossmember to the chassis, then loosen the front-fixing bolts but do not remove them completely. This results in the crossmember being lowered to give enough clearance for the transmission to be removed from the vehicle (Fig.2).

Whilst supporting the transmission, remove all bell housing bolts. The transmission can now be taken out of the vehicle and lowered to the ground for inspection.

In the case of the Transit featured in this article, after the removal and inspection of the clutch pressure plate, friction disc and flywheel, it was apparent that the root cause of the ‘rattling’ noise was the flywheel. Some of the internal components fell out, so it was clear that the flywheel had suffered an internal material failure.

For this vehicle, Blue Print SMARTFIT conversion clutch kit ADF123009 was chosen for the replacement. This includes a complete four-piece dual-mass flywheel conversion kit with torsion-damper friction disc, pressure plate, solid flywheel, grease, release bearing and fork, along with all necessary bolts and a SMARTFIT installation sticker.

Replacement

To begin the replacement process, inspect and clean the crankshaft. Replace the rear main oil seal before fitting the new solid flywheel and tighten the new bolts to manufacturer specification.

Before fitting the new pressure plate and disc, clean the contact surfaces and align

and fit all parts fully against the flywheel –along with the new retaining bolts. Tighten the six pressure plate bolts diagonally to ensure ‘even’ contact and to prevent any damage to the pressure plate and flywheelcentring pins (Fig.3).

Attention then turns to the release mechanism. Thoroughly clean the bell housing to eliminate all grease, dirt and old fiction fibres from the previous clutch. Then, remove the release fork and inspect it for cracks and/or wear (Fig.4).

Clip the new release bearing into the new release fork, then test the operation of the release mechanism for smoothness. Lightly apply some grease to the input shaft – now, the transmission is ready to be refitted to the engine.

Support and lift the transmission and align it to the engine. Then, refit all bell housing bolts and tighten them. Tighten all crossmember-retaining bolts and relocate the transmission-support insulator.

With the transmission reinstalled, all auxiliary parts can now be refitted –including the starter motor, clutch slave cylinder and transmission wiring harness.

The propshaft can then be aligned and installed back in place. Now, the vehicle is ready to be lowered to the ground.

Once on the ground, head towards the cab and pull the gear-selector shaft completely to the rear, with the clamp bolt remaining in the horizontal position.

The transmission should be in third gear when installing the gear stick. Failure to follow this instruction may result in gearselection issues.

Reinstall the gear stick along with the sound insulation and rubber gaiter.

Reconnect the battery, input the radio code and reset the clock. Then, test the clutch operation before carrying out a full road test. In the case of the Transit featured here, the clutch fault was now fixed –proven by a very smooth pedal ‘feel’ and operation.

The vibration and rattle felt throughout the vehicle had gone, demonstrating that the perfectly coordinated combination of a rigid flywheel and clutch disc (with torsion damper) gives excellent vibration dampening and a high degree of driving comfort. FOR MORE INFORMATION ON BLUE

APEC DELIVERS NEW KITS APEC TRUCK

Commercial vehicle aftermarket manufacturer Apec Truck has added two new ranges to its portfolio: king pin kits and caliper repair kits. Both ranges are manufactured and rigorously tested to OE specifications. The king pin kits range covers all popular applications between 7.5-ton and 28-ton vehicles with its catalogue of 20 references. The kits are supplied with all bushings, bearings, shims, seals, and nuts where required for a complete fitting and peace of mind. The caliper repair kits cover 80% of major truck manufacturers with just one reference in the range. Manufactured with high-grade materials, this product is suitable on both Knorr-Bremse SB and SN calipers.

WANT TO KNOW MORE?

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WWW.RDR.LINK/VAW020

WEIGHT OFF YOUR MIND PREMIER PITS

BrakeMate from Premierpits is an elevated service platform for servicing heavy vehicle brake disc assemblies; it eliminates the majority of manual lifting during the disc brake maintenance process and substantially reduces service time, leading to a saving in both time and money. It also enables a single user to complete the whole process, rather than being a two-person job. This enables other jobs to be completed more efficiently, meaning further time savings.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW021 GOTO

HONEY, I SHRUNK THE DRILL FEIN

Claimed to be the world’s smallest compact core drilling machine with right and left rotation, the KBC 36 Magforce from FEIN has an installation height of just 169mm and a length of 290mm so operators can work in smaller and harderto-reach spaces.

This drill features a spindle sleeve feed without clearance and high gearbox positioning so users have the optimum view of the drilling point for accuracy and its integrated tilt sensor and 10,000N magnetic holding force ensure safety whether working vertically or overhead.

Powered by a brushless 1200W motor, the Magforce is equipped with electronic speed settings, runs both forward and reverse, and can cut depths of up to 35mm.

WANT TO KNOW MORE?

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WWW.RDR.LINK/VAW022

HANDS OFF AIR-CON RECOVERY HOFMANN MEGAPLAN

Ideal for the customer who wants to simply connect and walk away, the megacool 320 from Hofmann Megaplan is a fully-automatic vehicle air-conditioning recovery system for light and heavy commercial vehicles and available in R134a and R1234yf gas.

Main features include automatic oil and dye injection, an integral printer and Bluetooth connectivity so the megacool 320 can be operated remotely by tablet or PC.

The machine has a ‘full recovery function’ that performs multiple checks and additional recovery cycles to ensure maximum gas recovery from the AC system and a flushing system that purges the machine of oil, so it can be used on either hybrid or electric vehicles.

It is also equipped with dual temperature sensors to perform a fast and accurate diagnostic performance test of the AC system and dual pressure gauges that release noncondensable gasses accurately for optimum efficiency.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW023 GOTO

KNEE PROTECTION FOR THE PROFESSIONAL SNICKERS WORKWEAR

Kneeling injuries and everyday knocks are the bane of working life so Snickers Workwear’s Kneeguard system for knee protection – the combination of Kneeguard pads and the Kneeguard PRO positioning system in Snickers trousers – is a welcome development.

In Snickers Workwear trousers the kneepad pockets can be adjusted to different heights to ensure correct positioning for maximum protection. This design also makes the kneepads extremely flexible when you walk, yet they close around your knees when you kneel down – without your knees sliding off when you move around while working –and, because D30 Ergo kneepads mould around the knee, they provide enhanced impact protection.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW025

ALERTS TRIGGERED ON WORKFLOW SYSTEM T CARDS DIRECT

Most workshops will be familiar with the manual T Boards as a simple, visual way to track tasks yet T Card Direct has gone one step further and developed a software version that delivers even greater benefits. The latest feature to be added can be used to highlight when an action needs to be taken. One example would be an alert, either by email or on-screen, showing when a due date is passed. Designed to work just like the manual method,T Cards Online provides the clear and precise status of any task that clients often require but with all the benefits and analysis tools that software makes available.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW024 GOTO

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LIGHTEN UP CLARKE

Two portable lights from Clarke – the COB10CR and the SMD84T – offer heavy duty illumination inside and out. Ideal for site use, the Clarke COB10CR is rechargeable and will provide 650 lumen floodlight for 150 minutes from just a single charge of its 7.4V lithium battery. It comes supplied with a 230V charging adaptor and a 12V vehicle accessory outlet charging lead. The SMD84T has two work lights, each with its own on/off switch, 42 SMD LEDS plus an LED life expectancy of 20000 hours. The tripod has an adjustable height of up 1720mm and cable storage hooks.

WANT TO KNOW MORE?

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WWW.RDR.LINK/VAW026

IMPACT WRENCH CLARKE

Both cordless and corded impact wrenches are supplied by Clarke. Its CIR18LIC is an ½” drive impact wrench that has a max torque of 450Nm and three LED work lights. Another ½” drive impact wrench, the CCIW160, offers a max torque of 160Nm and a no-load speed of 02200rpm. Both come with two 2Ah batteries and a charger.

Corded options for an ½” drive impact wrench include the CEW1000 and the Clarke CIR13C. Supplied with 17mm, 19mm, 21mm and 22mm sockets, the CEW1000 has forward and reverse drives and provides 450Nm max torque.

Weighing only 2.4kg, the CIR13C has a max torque of 350Nm weighs only 2.4kg and operates from 12V auxiliary sockets, portable 12V power parks or most 12V batteries. The kit includes 12V socket adaptor as well as 12V battery clips. It is also supplied with 2 double-ended impact sockets (17/19mm & 21/23mm).

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW027 GOTO

TINY TOOL FOR TIGHT SPOTS

LASER TOOLS

Developed by Laser Tools to retrieve the irretrievable, this magnetic pick-up tool (part number 7026) is super-flexible and 300mm long but only 4mm in diameter, narrow enough to retrieve any metal debris from a glow-plug aperture. The flexible shaft is easily formed into any shape needed to find the dropped item and the soft grip handle is not just comfortable but helps to control the pick-up tool precisely.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW028 GOTO

THE ULTIMATE CLEANER TEXTAR

Simplicity itself to use, Textar brake cleaner formula XT is a reliable way of removing oil, grease and dirt without leaving behind any residue. All you do is spray a thick coating on the parts to be cleaned and then let the solvent drip and/or evaporate.

Safe to use, the product will not destroy polystyrene and does not contain any chlorinated solvents.

This formula will clean a comprehensive range of components: brake, clutch and gear components; starter motors and alternators; carburettors, fuel pumps and engine components. It can also be used to clean glass and metal surfaces before gluing.

WANT TO KNOW MORE?

WWW.RDR.LINK/VAW029 GOTO

PULL OFF HGV HUBS WITH EASE

LASER TOOLS

Remove HGV wheel hubs in a controlled way by using this heavy-duty adjustable hub puller, say Laser Tools. The hub puller (part number 8498) comes with six pairs of wheel stud adaptors and features an adjustment range (between wheel bolts) of 110mm to 448mm PCD (pitch circle diameter).

Stud thread adaptors included: M18 x 1.5mm, M20 x 1.5mm, M22 x 1.5mm, M24 x 1.5mm, M30 x 1.5mm, 7/8" BSF/W. Supplied with three axle pressure plates (90mm Ø, 95mm Ø and 110mm), this tool will handle all major makes of truck, including Fuso, Hino, MAN, DAF, Mercedes-Benz, Renault, Scania, Sauer and Volvo.

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FEBRUARY’S TOPFIVE 1

3

5 4 2 DIGITAL DIGEST

1

COMING OUT ON TOP

Climbing the list of online articles is coverage on the nerve-wracking set of finals of the British Truck Racing 2022 Championship. The finals took place on November 5th and 6th at Brands Hatch and the winners were Ryan Smith and Luke Garrett. To find out more details make sure to follow the link below.

WWW.RDR.LINK/ VAW030

2 WORKSHOP IMPROVEMENTS

Next up, Malc England from Tecalemit offers his tips on reducing the cost of testing and how to improve maintenance regimes. For example, purchasing equipment such as brake testers for in-house safety checks and MOT preparation. He also suggests using the company’s brake testers which allow the operator to build their own fleet database.

WWW.RDR.LINK/ VAW031

3

PUTTING THE RECORD STRAIGHT

Tony Mailling, head of hot retread production at Bandvulc, who argues that the perception that retreads are a poorer relation to box-fresh tyres is misguided. The reality couldn’t be further from the truth, he says. While retread tyres often retail at a lower price than their brand-new counterparts, their reduced cost does not translate into a lack of quality or innovation.

WWW.RDR.LINK/ VAW032

4 A SMART CHOICE

Prometeon’s fleet development engineer Gary Lane discusses why retreads are a smart choice for improving operators’ green credentials whilst also benefitting their pockets. Retreads use fewer natural resources and consume less energy to manufacture than a new tyre, making them kinder to the environment and they also produce less CO2 emissions.

WWW.RDR.LINK/ VAW033

5

FIRE PROTECTION

Rounding off this month’s list of online articles, Tommy Carnebo from Dafo Vehicle Fire Protection warns of damaged EVs needing to be stored properly to avoid further impairment. This is because EVs are mostly powered by lithium-ion batteries which, when damaged, can create a unique fire risk called thermal runaway.

WWW.RDR.LINK/ VAW034

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.

Borg Warner Aftermarket Europe GmbH ..........(page 12)

www.rdr.link/VAW100

Commercial Vehicle Show ................................(page 16)

www.rdr.link/VAW101

Dr. Airbrake Ltd ................................................(page 40)

www.rdr.link/VAW102

Esprit ................................................................(page 29)

www.rdr.link/VAW103

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

www.rdr.link/VAW104

Ferdinand Bilstein UK Ltd ..................................(page 9)

www.rdr.link/VAW105

Jack Sealey Ltd ................................................(page 21)

www.rdr.link/VAW106

Knorr-Bremse Truck Services ..........................(page 30)

www.rdr.link/VAW107

Liftmaster Ltd ....................................................(page 39)

www.rdr.link/VAW108

MAHA UK ..........................................................(page 19)

www.rdr.link/VAW109

Merridale Ltd ....................................................(page 47)

www.rdr.link/VAW110

Premier Pits ......................................................(page 25)

www.rdr.link/VAW111

Pro Align............................................................(page 45)

www.rdr.link/VAW112

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

www.rdr.link/VAW113

Setco Automotive (UK) Ltd ..............................(page 35)

www.rdr.link/VAW114

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

www.rdr.link/VAW115

T Cards Direct ....................................(inside back cover)

www.rdr.link/VAW116

TotalEnergies Marketing UK Ltd ......................(page 47)

www.rdr.link/VAW117

Totalkare Heavy Duty Work ..............................(page 51)

www.rdr.link/VAW118

Wynn Oil UK (ITW Additives UK) ......................(page 43)

www.rdr.link/VAW119

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