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The trade magazine for servicing and repair professionals
COMMERCIAL
VEHICLE WORKSHOP MAY 2021
NET ZERO BY 2050
Can the transport sector meet its emissions targets effectively?
Also in this issue…
■ A breakthrough in reducing emissions from diesel fumes ■ Can pits be installed in a high water table area? ■ What’s being done to address the dangers of silent vehicles? ■ Win one of five available giveaway packs!
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CONTENTS
Volume 18
13
Issue 5
REGULARS 5
Viewpoint
11 Business & Training
6
News
47 A-Z of Batteries
8
Tech Tips
48 What’s New?
SPECIAL REPORTS 13 Looking back at a battery manufacturer's 130-year history 16 Detailing Sampa’s move into the UK market
EMISSIONS 18 How the transport sector can achieve net-zero emissions by 2050 20 Identifying and correcting an aftertreatment fault on a Scania R440 E6
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22 Why tyres and brakes assume greater significance in the fight to reduce emissions 23 A major breakthrough in the reduction of harmful emissions from diesel fumes 24 Exploring the likely effects of the impending Euro VII regulations
TOOLS & EQUIPMENT 27 Can pits be installed in a high water table area? 28 Examining how two companies have benefitted from mobile column lifts 30 What to keep in mind when replacing a broken or damaged windscreen 32 How one company covers all the bases for workshops
LIGHT COMMERCIAL VEHICLES 34 The importance of managing noise, vibration, and harshness 37 Addressing the dangers of silent vehicles
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38 Examining the boost to workshop equipment manufacturers from the LCV market
WORKSHOP MANAGEMENT 40 How to use IT as part of an effective vehicle maintenance system 42 Detailing one system's adaptibility to suit each workshop's individual needs 44 Why the digitisation of the workshop is helping cost and time efficiencies
COMPETITIONS 46 Win one of five available giveaway packs from Castrol!
MAY 2021 CVW 3
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VIEWPOINT Editor CIAN BRITTLE Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk. Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2021
9,572 From 1 July 2019 to 30 June 2020
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DON’T GET LEFT BEHIND
T
his is a strange way to introduce a discussion surrounding emissions in the commercial vehicle industry, but recent weeks have shown us the worst side of football. The disgraceful attempt at seizing power by the so-called “big clubs” confirmed what many fans had feared for some time, that these clubs – short on money and morals – would do whatever it takes to drain every last penny from the sport. From the outside looking in, it is understandable why some teams couldn’t afford to be left behind and signed up to ensure their future was safeguarded, despite the morally dubious foundations the European Super League was built on. Now, I’m sure you’re thinking: “In what way is this linked to emissions?” However, whilst at opposite ends of the moral spectrum, it is easy to draw parallels with CV manufacturers who don’t want to get left behind in the race for alternative fuels. In the face of a sport clearly operating on self-interest, it is refreshing to see our industry working productively towards a common goal. Despite there being no government legislation for CV manufacturers to move away from diesel, they are being proactive in the quest for carbon neutrality. The 2030 ban on new petrol and diesel cars and vans is coming, but there is no news on a similar ban for HGVs. Developments can certainly be swift, however; this time last year, I received a press release detailing how moving the ban on petrol and diesel cars and vans from 2040 to 2035 was “an unworkable fantasy” – this timeline has already been made obsolete. At the back end of last year, the CEOs of Europe’s commercial vehicle manufacturers, under the umbrella of the European Automobile Manufacturers’ Association (ACEA), distinguished themselves from their counterparts in the footballing world to put reducing CO2 emissions (and this was entirely self-imposed) ahead of personal greed. Much like how football is in desperate need of top-tobottom reform, the transport system is in dire need of investment to facilitate the changes required for zero-emission heavy-duty vehicles. Henrik Henriksson, Chair of ACEA’s Commercial Vehicle Board and CEO of Scania, stated: “If road freight transport is to maintain its role in serving society, we need to move away from fossil fuels as quickly as possible. Not only are we convinced that it is necessary, we know it is possible and we are ready to make it happen.” Since this announcement, news from truck manufacturers has come thick and fast. Renault Trucks is set to offer an electric range for each market segment from 2023; MercedesBenz joined the climate pledge and supplied 1,800 electric vehicles to Amazon’s European delivery fleet; IVECO has supplied natural gas trucks to Primark. But, there is still a long way to go. This means that there is still distance to be covered before workshops see these more environmentally-friendly trucks on a regular basis. In an ACEA study at the beginning of this year, the organisation found that 98% of vehicles in operation are run on diesel, whilst just 2,300 – or 0.04% of the total fleet – are zero-emission trucks. So, in order to meet their personal targets for CO2 reduction, there needs to be a 100-fold increase in zero-emission heavy-duty trucks in under 10 years. We are certainly on the cusp of a grand evolution, one of promise and hope – something in stark contrast to the indelible mark of greed and self-interest left on the footballing world – so it is crucial for workshops to be as prepared as possible.
Associate member
Enjoy the issue and have a great month, The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication
Cian B rittle Editor MAY 2021 CVW 5
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NEWS ©KM.Photo/AdobeStock
10 Iveco natural gas trucks join Primark fleet
“Move your test to May, June, or July”, says DVSA Iveco has rolled out a fleet of 10 new natural gas-powered trucks for Primark’s UK transport operations. The Iveco Stralis NP 460 (AS440S46T/P LNG) 4x2 tractor units run solely on Bio-Liquified Natural Gas (Bio-LNG), a far cleaner alternative to traditional diesel fuels, reducing fuel consumption by up to 15%. Natural gas is currently the only immediately available lowemissions alternative to diesel in the heavy segment, delivering Particulate Matter emissions 99% lower than diesel and 90% less NO2. A major consideration that saw Primark choose Stralis NP is the truck’s unique capability to offer a range of up to 1,600km between refills running solely on LNG. The combination of 12speed Hi-Tronix automated transmission and advanced Iveco HiCruise GPS-based predictive drive system offers unlimited sustainability without compromising on the driveability of a conventional diesel. The 460hp 12.9-litre Cursor 13 Natural Power engine also offers the longest-inclass service intervals at 90,000km, minimising downtime for maximum working efficiency. Primark has specified its trucks with the largest fuel tank capacity to enable this superior range, allowing its drivers supreme flexibility and dispelling any range anxieties. The company has worked closely with Gasrec to bring about this change. Drivers have been taken through an extensive education programme to ensure that health and safety guidelines are adhered to when refuelling. Bio-LNG is a safe, noncorrosive, and non-toxic substance, but is stored at around 160°C below freezing.
6 CVW MAY 2021
DVSA has encouraged operators to move their annual tests for vehicles and trailers due in August, September, October, and November 2021 to May, June, or July. Last year, DVSA issued exemptions to help keep the industry moving during the pandemic. As a result, test dates are not spread evenly throughout the year; August, September, October, and November are significantly busier than usual. This is set to put pressure on the wider industry, including those involved in preparing vehicles for test and maintaining them throughout the year, as well as the
capacity available at ATFs. So, as DVSA is expecting much lower test volumes in May, June, and July, ATFs are set to have more tests available in those months. Moving test to quieter months ensures: ■ You guarantee your test date ■ The demand for vehicle maintenance and
preparation is spread out during the year ■ ATFs can manage the demand ■ We can get the right levels of staff to ATFs
To find out if your local ATF or nearby sites have test availability, WWW.RDR.LINK/VAA001
One in 12 t yres found to be underinflated Trials, funded by Highways England’s designated fund for innovation, have found one in 12 of 100,000 tyres checked to be underinflated, and DVSA identified 5,000 overweight vehicles a month. The trials were made possible by Highways England’s Commercial Vehicle Incident Prevention Team (CVIPT), who originally backed a pilot of the cutting-edge WheelRight quartz sensor system. The system monitors tyre pressures, tread depth, and the axle weight of HGVs, and there are now plans to roll the system out at strategic route locations across the country. The system comprises a set of highintensity strobe lights, all-weather cameras, and drive-over pressure instruments – all collecting huge amounts of data within seconds which allows for adjustments to be made to ensure that tyres are compliant with safety standards. This data is analysed to provide results instantly and reports include: tyre pressures (pass or fail based on predetermined levels),
tread depths (pass or fail based on specified levels), tyre temperatures (early identification of problem tyres or wheels), tyre condition (via a 360° photographic image of the tread), and Weigh in Motion data/axle weights. Highways England Chief Highway Engineer Mike Wilson said: “We are constantly looking for ways to ensure everyone who travels or works on our network gets home safe and well, and CVIPT can be very proud of the work they are doing to help us achieve this.” DVSA’s Director of Enforcement, Marian Kitson, added: “We’re really pleased that vehicle safety has been recognised in this way, and that DVSA and Highways England continue to work in partnership exploring new and innovative ways of ensuring the compliant operation of commercial vehicles on the roads network.”
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Renault Trucks to offer allelectric range from 2023 From 2023, an all-electric Renault Trucks offer will be available for each segment, namely distribution, construction, and long distance. To help meet the Paris Agreement's goal of limiting global warming to below 1.5°C compared to pre-industrial levels, Renault Trucks is committed to transforming the truck market by gradually electrifying its fleet to become carbon-neutral within 30 years. As trucks have a lifespan of at least 10 years, all trucks manufactured by 2040 must run without fossil fuels. Battery-electric and fuel cell electric power will be crucial to achieve this major transformation towards carbon-free transport. In March 2020, Renault Trucks began series production of its second generation of
electric vehicles at the Blainville-sur-Orne plant. Renault Trucks now boasts a comprehensive all-electric range on the market, from 3.1 to 26 tonnes. Comprising the Renault Trucks D Z.E., D Wide Z.E. and the Renault Trucks Master Z.E., it meets the requirements of urban transport, delivery, distribution, and waste collection. During the second half of the decade, Renault Trucks will be able to offer a range of electric trucks powered by hydrogen fuel cells, mainly for demanding and heavy long-haul operations.
Freeway offers free Earned Recognition assessments Freeway Fleet Systems is offering bus and truck operators free consultations to help companies prepare for DVSA’s Earned Recognition scheme. Freeway has worked in tandem with DVSA and early adopters of the scheme that gives an accredited operator official government recognition as an ‘Exemplary Operator’. The free Earned Recognition consultations will provide advice on the steps needed to achieve accreditation based on an assessment of a company’s existing systems and processes. DVSA is currently consulting with the industry on plans to make maintenance Key Performance Indicators (KPI) returns ‘fully electronic’ from 1st April 2022. This would
require compliance data to be entered directly onto an electronic device, such as a tablet, laptop, or smartphone, at the time of the inspection. It may also require a driver walkaround check and defect reporting system, where drivers also use an electronic device to record defects.
Euro Bus Expo postponed until 2022 The organiser of Euro Bus Expo has confirmed that the event has been postponed by a further 12 months. The showcase for the coach, bus, and mini vehicle sector will now take place on 1st-3rd November 2022 at the NEC, Birmingham. In tandem, the routeone Awards has also been postponed and will take place on 2nd November 2022. Event Director Helen Conway said: “The decision to postpone was particularly difficult given the show of support from visitors, exhibitors, and partners. Over 90% of exhibitors and visitors rated Euro Bus Expo as being important to their business in a survey completed over the last two weeks. This confidence in our events and their standing within the industry places emphasis on the importance of meeting our stakeholders’ expectations.” Helen continued: “We will look ahead to next year’s events with a new energy, and the confidence that they will be safe, economically feasible, well attended, and will live up to their enviable reputation. Expect an impressive Euro Bus Expo 2022, rich in innovation, on a size and scale that fully represents the industry.”
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TECH TIPS
CHECK AND CHECK AGAIN With the risks associated with carrying out brake tests safely and effectively, it is of paramount importance that the correct method is followed. Bowmonk-Tapley provides its step-by-step guide to using its BrakeCheck product.
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hen checking mechanical and operational procedures, there is often the risk of performing them incorrectly even when it is thought to be the correct manner, thus potentially resulting in a failure or malfunction. The same can be said whilst using complex testing equipment: when a value is generated, are we absolutely sure it is the correct value? Are we sure we are correctly applying the appropriate method? The same can be said for using a brake decelerometer for checking a vehicle’s braking efficiency, which is why BrakeCheck manufacturer Bowmonk-Tapley has produced a step-by-step operational guide. A decelerometer test can be used on all classes of vehicle where a roller brake tester is either inappropriate or is inaccessible. The test requires the vehicle to accelerate to around 20 mph, at which point the service (foot) and parking (hand) brakes are applied as a controlled emergency stop.
Step-by-step guide ■ Position the BrakeCheck unit on a level
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8 CVW MAY 2021
surface, such as the passenger side foot well Switch the unit on by pressing and holding the ‘Menu’ button until ‘Sbr’ appears in the display Confirm ‘Service Brake’ choice by pressing ‘Enter’ When the unit is positioned level enough to start the test, the levelling symbol will be shown on the display: once the symbol is displayed, press ‘Enter’. The unit is now ready for the test When the test area is clear, accelerate the vehicle to a test speed of 20 mph Once the vehicle is travelling at an appropriate test speed, check for traffic approaching from behind If safe to do so, apply the footbrake as a controlled emergency stop, without skidding Once the vehicle has been brought to a complete stop, the unit will generate and display a braking efficiency value Once the service brake test is complete, change to hand brake mode by pressing the ‘Menu’ button (so that the ‘Hand Brake Test’ LED is illuminated). As before, confirm this choice by pressing ‘Enter’, which will take you to the levelling display Press ‘Enter’ when the level indicator is displayed As before, accelerate the vehicle to the test speed, this time applying the hand brake to stop the vehicle. (Note – please check with your vehicle manufacturer if this type of procedure is appropriate) Once the vehicle has come to a complete
“There is often the risk of performing [mechanical and operational procedures] incorrectly even when it is thought to be the correct manner.” ■
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stop, the display will show the braking efficiency of the hand brake To view the service brake test report, press the ‘Menu’ button until the ‘Last Test Result’ and ‘Service Brake Test’ LEDs are illuminated. Then, press ‘Enter’ to display the result, which can now be printed using the optional wireless printer With the BrakeCheck unit positioned approximately 2-3cm in front of the infra-red printer, switch on the printer and press the ‘Print’ button on the BrakeCheck to print the test result To view or print the hand brake test, carry out the same procedure, but use the ‘Menu’ button to illuminate the ‘Hand Brake Test’ and ‘Last Test Result’ LEDs together For the PC download option, connect the BrakeCheck to a PC that has the CabChecks software uploaded and follow the on-screen prompts to download the brake test results
FOR MORE INFORMATION ON BRAKECHECK FROM BOWMONK-TAPLEY, WWW.RDR.LINK/VAA002
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TECH TIPS
INTERNAL WIND OFF BRAKE CHAMBERS Andrew Blower, UK Sales Manager at air brake specialist EBS, talks to CVW about internal wind-off (IW) mechanism spring brake actuators.
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pring brake chambers are a fundamental part of the wheel end braking system transforming the energy of compressed air into a mechanical movement with such high forces to bring the vehicle to a safe stop, as well as being able to keep the brake in a parked position. A regular pattern EBS sees is that users do not fully understand the workings within the IW units or how to properly set these during the fitment process along with the do’s and dont’s. A regular ‘don’t’ EBS observes is evidence of air tools being used to set the wind off mechanism, despite the fact that the units clearly state that air tools must not be used when setting these – but they still are. So that EBS can educate the users of this product type and assist in avoiding further vehicle downtime and costs, EBS engineers have compiled a detailed step-by-step process, along with some useful CAD exploded drawings to help illustrate the internal mechanism process during each stage and what the result will be when these steps aren’t followed. Full vehicle guidelines and health and safety procedures must be followed when replacing items of this nature and to ensure
Step-by-step guide STEP ��� EBS supplies all IW brake chambers in a prefitment state known as ‘caged’ with the push button Unit in its supplied state – caged exposed from the wind-off mechanism nut (circled) and these are how they will reach the user. STEP ��� In its pre-fitment state, shown with the lower body removed to display the internal workings. Body removed to
show inner workings STEP ��� During the fitment process the winding mechanism is turned, with air pressure of around 6.5 bar applied
the vehicle is in a safe and secure manner in order to carry the work out safely. Never attempt to remove the brake chambers body. Two common issues EBS encounters on a regular basis come down to the fitment process when this style of actuator are being replaced, these being: ■ The wind-off bolt mechanism not being
turned in the correct manner until the “button” is fully retracted into the wind off bolt end – see Step 4.
to port 12, in the correct direction (as is clearly stated on the instructional label affixed to the units EBS supply) which begins to Wind mechanism is rotated move the protective as per the direction advised plate allowing the spring on the units instruction label. DO NOT use air tools to actuate the piston. Do not use air tools to perform this. STEP ��� When the mechanism has entirely un-caged, the button on the winding mechanisms nut will have fully retracted inside the mechanism itself and is now ready to NOTE that the button on the winding mechanism nut is now fully retracted fit to the vehicle. inside the mechanism itself
10 CVW MAY 2021
■ The mechanism being over-torqued
(usually from the use of air-tools during fitment) and subsequently causing a breakage of the connection between the piston and spring rendering the unit unfit for use and voiding all warranty – see Step 6.
FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM EBS, WWW.RDR.LINK/VAA003
STEP ��� Once the chamber is fitted to the vehicle and the handbrake is applied, this will release air from the chamber, and the piston will actuate. STEP ��� A prevalent issue is that the users over-torque the mechanism (usually by the use of air tools during fitment). When this occurs, it causes a breakage of the connection between the piston and the spring. This, of course, damages the unit and renders it unfit for operation as well as voiding any warranty.
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BUSINESS & TRAINING
ELEC TRIFICATION EXPECTATIONS Schaeffler details the continued push towards electrification in the commercial vehicle sector and how workshops need to prepare themselves in the not-too-distant future.
The electric motor delivers a maximum continuous output of 180kW and generates up to 950Nm of torque.
I Matthias Zink
“The commercial vehicle sector is facing major challenges.”
The P1 hybrid module supports a continuous output of 22kW.
n the face of a global tightening of pollution and CO2 restrictions, Schaeffler has expanded its range of powertrain electrification solutions for commercial vehicles, another key contribution to meeting climate and sustainability targets. “The commercial vehicle sector is facing major challenges,” says Matthias Zink, CEO Automotive Technologies at Schaeffler AG. “We are bringing our considerable systems expertise in the field of commercial vehicles for shaping how the world moves. The fact that we won two major contracts recently shows that we are on track to being a preferred technology partner for our customers in this sector.”
then used to power on-board systems, especially new exhaust gas treatment systems, thereby helping vehicle fleets to meet NOx and CO2 reduction targets. The start of production is scheduled for 2024. Dr. Jochen Schröder, President of the EMobility business division, comments: “We have positioned our electric mobility business very effectively. Schaeffler offers solutions for all powertrain electrification options, from 48V hybrid to plug-in hybrid to full electric. All development and production of our components and systems can take place in-house, which puts us in an ideal position to partner our customers in these diverse markets.”
Electric motors and hybrid modules
Schaeffler drives responsibility
Schaeffler has secured a volume production order to supply electric motors to a big-name subcontractor in the commercial vehicle sector, starting in 2023. The 800V motor, used in pairs in battery-powered vehicles, delivers a maximum continuous output of 180kW and generates a maximum torque of 950Nm. It also features rod wave winding technology, an innovation that makes installation less complex and increases power density. The motor plays an important role in the electrification of commercial vehicles and thus contributes to a marked reduction in CO2 emissions. Schaeffler has also secured a volume production order for hybrid modules. Featuring the highly efficient P1 architecture, these modules enable the recovery of braking energy. The energy recovered is
For the Schaeffler Group, sustainable success in business means being environmentally and socially responsible. Sustainability is a driving factor in the ongoing development of the global automotive and industrial supplier’s corporate strategy. It is also a fundamental part of the Roadmap 2025 blueprint for strengthening the group’s ability to realise future opportunities.
FOR MORE INFORMATION ON SCHAEFFLER GROUP AND HOW IT’S DRIVING ELECTRIFICATION IN THE COMMERCIAL VEHICLE SECTOR, WWW.RDR.LINK/VAA004
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SPECIAL REPORTS
MEMORY LANE
VARTA takes CVW through some key milestones in battery technology and details the company’s 130-year history.
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ARTA batteries are installed in new commercial vehicles by most vehicle manufacturers, and are trusted by drivers around the world to keep them moving. This worldwide trust is based on a powerful VARTA brand history that goes back more than 130 years. It was in 1887, when Adolph Müller founded the first battery company in Germany. At that time, he had recognised the great market potential for rechargeable accumulators and thus laid the foundation for the future VARTA. In 1893, these batteries powered the first electric cars in Germany. As more and more drivers wanted to venture out on the road at night, VARTA was making the very first batteries for exterior car lighting. From 1914 onwards, VARTA lead-acid batteries became increasingly popular as a means of starting car engines quickly and reliably. As the brand subsequently expanded worldwide, the product range also expanded to include the dry cell battery. Even at this early stage, the VARTA battery range was one of the most comprehensive on the market. The number of cars worldwide climbed past the three million mark, and the need for reliable and powerful batteries was increasing just as rapidly. VARTA continued to be one of the market leaders throughout Europe.
In 1935 the forerunner of today's forklift truck, initially called an "electric car with lifting bars", came onto the market. From day one, they were factory-equipped with VARTA batteries. In addition, the company offered the first batteries in standard case sizes. They fit in every car and made replacement quick, easy, and inexpensive. The first assembly line for automotive batteries went into operation, making the production of batteries faster and cheaper. The savings were benefitting customers in the form of lower cost batteries. In 1955, in the early stage of mass production, the VARTA plant for portable batteries in Ellwangen, Germany developed a paper-lined battery with a doublelaminated separator between the plates. The success of the product is reflected in the fact that 23 countries adopted the patent for it. The change from six-volt to 12-volt batteries in automobiles was a major shift that was made to meet the growing energy needs in vehicle models of the 1960s. In addition, a crucial component of the batteries was renewed: from now on, the separators were no longer made of wood, but of plastic, which made the products much more robust. As well as this, all cell connectors were now installed inside the casing, as opposed to externally connected. In 1965, VARTA started production of dry starter batteries in Germany. In addition, the previously used
hard rubber cases of starter batteries were replaced by simple plastic boxes. This made them lighter and easier to transport. Post-1970, many innovations in battery technology took place. The first leak-proof car battery was introduced, the VARTA Super Dry, underpinning the company's reputation as a manufacturer of reliable products. The first vibration and cycleresistant starter batteries were developed, specifically to meet the considerable demands of construction machinery and commercial vehicles. Moreover, the first ever maintenance-free starter batteries – based on selenium technology – were launched. They had a low self-discharge, consumed little water, and generally reduced costs. VARTA then introduced a new type of truck battery, in which the grid was made of a calcium alloy, to the market. By 1986, nearly all batteries were maintenance free. New processes to the grid and separators enabled the maintenance-free VARTA Grand Prix batteries with improved cold-start performance. Super Heavy Duty (SHD) batteries for trucks entered the market in 1993. They featured innovative glass fleece layers, offered better cycle stability and starting ability. Their unbeatable vibration resistance made them the perfect solution
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SPECIAL REPORTS
for construction machinery. VARTA silver technology for automotive batteries was launched in Europe in 1995 and was quickly adopted by leading vehicle manufacturers.VARTA’s dynamic silver battery is now the ideal partner for high-performance vehicles with extensive equipment – for a long service life, freedom from maintenance and unsurpassed performance. In 2003, a new automotive battery technology center opened in Hanover, Germany, bringing together some of the industry's most skilled designers and engineers. In the same year, vehicle manufacturers awarded the company as the very first supplier of AGM (Absorbent Glass Mat technology) batteries for luxury cars. VARTA AGM batteries are tip-proof and require no maintenance or topping up. Silver technology for truck batteries entered the market and immediately caught on. VARTA Promotive Silver was the perfect power source for high-performance commercial vehicles from luxury coaches to the very latest truck models. The completely maintenance-free product offered longer life and exceptional performance. The premium flooded battery series, the VARTA Dynamic Trio, was launched in 2006. The Silver, Blue and Black model variants ensured that the demands of a car at any age could be accommodated. Shortly after that, the company became a leading supplier of batteries for vehicles with start-stop systems and for hybrid and electric cars thanks to its new technology; AGM and EFB (Enhanced Flooded Batteries). Launched in 2008, the PowerFrame technology – the patented, pioneering grid technology was one of VARTA’s greatest achievements. It ensures optimum energy flow, unbeatable performance, and uncompromising reliability, whatever the battery application. Today, every VARTA battery still has the PowerFrame grid inside. Car manufacturers continue to rely on proven VARTA battery solutions for startstop. By the beginning of 2009, 80% of new vehicles with start-stop technology were factory equipped with a VARTA battery. The
14 CVW MAY 2021
company continued to expand its production capacity in Europe to meet the increased demand generated by the VARTA Start-Stop battery range.
Past informing the present A major milestone in commercial vehicle battery technology took place in 2014, VARTA introduced the very first EFB for Commercial Vehicles, with features such as mixing elements to ensure electrolyte didn’t stratify, and enhanced fixations to help with vibration resistance, particularly as many truck batteries were now being fitted at the end of frame, thus having to deal with more vibration. With three times the cycle life of a traditional flooded battery, the EFB for commercial vehicles was a game changer. It could power electrical consumers on board a truck during overnight stays, and also deal with short start-then-stop-again type journeys that a bus might experience in city traffic. A further innovation in the commercial vehicle technology range was in 2019, when VARTA added the Truck AGM to the Promotive portfolio, the first Original Equipment accredited AGM for CVs. A whole new assembly line was opened at VARTA’s Hanover plant to produce this battery technology. Five out of the six big commercial vehicle manufacturers fit VARTA AGM as new to their latest trucks. This complimented the EFB, Super Heavy Duty and Heavy Duty range already in the portfolio, providing coverage for nearly all types of construction, agricultural and commercial vehicles with over 40 part numbers available.
In 2020, VARTA added additional battery service platforms to their offering, with the VARTA Truck Portal and VARTA Fleet Program introduced. The VARTA Truck Portal includes a Battery Finder so fleet managers can accurately identify the correct type of technology for their vehicles, as well as a Total Cost of Ownership calculator so they can analyse the cost savings of fitting the correct technology first time vs. potential downtimes. The VARTA Fleet Program gives fleet managers the opportunity for a direct communication with the battery experts at VARTA to support them with decision making; which batteries would best suit their fleet’s requirements. By introducing these additional platforms, VARTA has the full service offering needed for commercial vehicle batteries. Today, VARTA products will be found in millions of cars, commercial vehicles, motorcycles and leisure applications. The VARTA engineers put experience, knowhow and precision into every single VARTA battery. VARTA batteries are characterised by long life, less corrosion and vibration resistance, which is why it’s the most trusted battery brand throughout Europe.
FOR MORE INFORMATION ON VARTA, WWW.RDR.LINK/VAA005
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SPECIAL REPORT
DRIVEN BY
INNOVATION Established as a distributor in 1994, Sampa Automotive has industry expertise that dates back to the 1950s. CVW finds out more about the commercial vehicle parts manufacturer.
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ampa Automotive established its first machine shop back in the 1950s. Today, the business has grown to become a recognised leader in its field, supplying OE parts to many leading European and North American commercial vehicle brands. With a manufacturing campus covering over 150,000m2 and incorporating 11 factories, Sampa Automotive has become a leading employer to the local community at its home base located in Samsun, Northern Turkey. It is here that Sampa take the first steps in design through test and evaluation to eventual manufacture. The process begins at CAMP, the Sampa in-house Research & Development centre, which was launched with an initial investment of over $15 million with a 3,000m2 state-of-the-art facility. It is here that over 180 engineers and designers equipped with high-tech tools and machinery, CAMP is constantly in pursuit of new products, processes, materials and methods. Even though Sampa Automotive has become a leader in its own market in Turkey, it has not stood still and, today, the business is selling in over 140 countries worldwide. It also has offices, warehouses, and subsidiaries in over 15 countries and territories which include USA, United Kingdom, France, Spain, Mexico, and Australia. Sampa aims to improve the logistics and access to its parts across the globe and the strategically located outlets enable Sampa to reduce lead-times significantly, therefore increasing customer confidence and building strong partnerships in the process.
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Coming to the UK The business ethos is to ensure that the territories they operate in are fuelled by local talent and a good example of this is Sampa UK & Ireland, based in Manchester. It is here that Sampa opened its first warehouse in the UK in March 2020 and has since been recruiting local talent with excellent knowledge of the UK commercial vehicle parts market. The business has quickly established itself with its existing clients who were previously serviced from Turkey. They have quickly seen the benefit of Sampa’s presence by significantly reduced leadtimes through the Manchester Hub. But its not just all about parts, in addition Sampa UK & Ireland have teamed up with the local University of Manchester bringing its own experience of raw material and manufacturing to the North-West of England. It is here in Manchester that the graphene material was discovered. The National Graphene Institute (NGI) facilities enable academics and their industrial partners to work side-by-side on new and exciting applications.
This new smart material could open up new markets and even replace existing technologies and materials. It is when graphene is used both to improve an existing material and in a transformational capacity that its true potential can be realised. Sampa UK & Ireland has now taken back this new smart material to its manufacturing base and it is now being used in several recently developed rubber formulations by Sampa R&D CAMP, a particular strength of the business in this area of manufacturing. The benefit here is that physical, mechanical, thermal, and electrical properties of rubber materials, including the new graphene, are characterised; therefore, this enables more durable and smart materials to be developed by the help of this important study. So, as Sampa UK & Ireland enters only its second year in the UK, it is excited for the future as it continues to build its product programme for all-makes European Truck and Trailer parts. The range currently stands at just over 8,000 articles which spans 24 product groups and is set to grow to over 10,000 by the middle of this year.
IF YOU WOULD LIKE TO KNOW MORE ABOUT SAMPA IN THE UK, YOU CAN EMAIL UKINFO@SAMPA.COM, CALL 0161 518 3700, OR WWW.RDR.LINK/VAA006
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EMISSIONS
GOING GREEN Witham Group details how the transport sector can achieve net zero greenhouse gas emissions by 2050 for light and heavy duty vehicles.
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n 1990, the new legal requirements and framework of the Euro Zero Standard came into force which set out a roadmap to eradicate pollution from transport and aim for net zero greenhouse gas emissions from light and heavy duty vehicles by 2050. Coupled with fines against manufacturers continuing to produce noncompliant vehicles, the emphasis towards lowering emissions was firmly established. CO2 standards for trucks are being reviewed by the with a revision of these targets in 2022. Truck CO2 standards agreed in 2019 require new trucks to be 15% more fuel efficient by 2025. For 2030, the emission reduction target is 30%. This will reduce the CO2 emissions coming from trucks while at the same time helping drivers and companies to save money and fuel. From 2025, truck manufacturers that sell more than 2% zero and low-emission trucks will gain a bonus. In the revision in 2022, ambition needs to be increased to really kickstart the market for low and zeroemission trucks.
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This Euro Zero Standard initially set CO2 (g/KWh) at 11.2, NOx (g/KWh) at 14.4 with no limit on particulate matter. Fast forward to 2013 with the introduction of the Euro VI standard and these levels have reduced massively to CO2 (g/KWh) at 1.5, NOx (g/KWh) at 0.4 and particulate matter limited to 0.01. This reduction is nothing short of miraculous and, to further demonstrate that, a number of car manufacturers have made claims that their vehicles exhaust emissions are actually cleaner than the air they intake in some of the most highly polluted cities. But this improvement has required a determined effort by the EU, US, vehicle manufacturers and lubricant & fuel manufacturers. There have also been individual regional factors that have also played their part; for example, Transport for London’s charges for more polluting vehicles. In March 2021, the introduction of even more stringent levels where all HGVs will need to meet Euro VI limits or pay a daily charge of £100.
Additionally, if the vehicle falls below Euro IV limits this charge rises to £300 per day. It is easy to see if you are a haulier operating in London the drive to run cleaner compliant vehicles is clear. So how exactly have these reduced limits been achieved?
After-treatment devices These take a number of forms, but all are effective mechanisms for directly reducing the emissions from the vehicle SCR (Selective Catalytic Reduction), works by adding AdBlue to the exhaust system reducing NOx. EGR (Exhaust Gas Recirculation), this device recirculates cooled exhaust gas back into the air intake burning it as part of the combustion cycle reducing NOx. This has a direct impact on the lubricant formulation as it must deal with contaminants that would otherwise have exited through the exhaust. DPF (Diesel Particulate Filter), acts, as the name suggests, as a filter reducing particulate matter. As they fill up, they will regenerate by increasing in temperature and burning the entrapped soot. These devices are often used together to achieve the required limit. We are, however, fast reaching a point where mechanical intervention and enhanced design of the internal combustion engine has taken us as far as possible. Hence the introduction of hybrid and electric vehicles.
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So, with the drive to lower and lower emissions showing no sign of slowing down and the climate rightly at the top of almost everyone’s agenda, what else can be done? Lubricants have always played a fundamental part in the reduction of emissions with lubricant manufacturers developing suitable fluids in partnership with OEMs for each new generation of engine, however they look set to play a much larger future part in the drive for sustainability.
Additive chemistry This has now required a complete redesign with the introduction of Low SAPS oils. Low SAPS is an abbreviation for sulphate ash, phosphorus and sulphur, and these components can poison after-treatment devices and stop them working so need to be reduced in the finished lubricant.
Viscosities Viscosities are reducing, ten years ago the standard viscosity grades for heavy duty engines were 20W-40 or 15W-40. Today, the vast majority of OEM’s are recommending 5W-30 and even 5W-20. Why is this? The simple answer is friction; the lower the viscosity of the fluid, the less energy (fuel) is required to circulate it – less fuel used, less emissions produced. This has, however, required the shift from traditional mineral oils to more sophisticated synthetic formulations which has inevitably increased the cost of compliant engine lubricants. Numerous studies are available detailing
“Truck CO2 standards agreed in 2019 require new trucks to be 15% more fuel efficient by 2025. For 2030 the emission reduction target is 30%.” fuel savings of between 1-2% when moving from a 15W-40 to a 5W-30. Given fuel is often in the top three running costs for hauliers, this can, however, more than offset the increased cost of the lubricant. Many larger fleet operators will find this simple switch an obvious next move to reducing their fuel costs by thousands of pounds if they haven’t already done so. Witham has made the transition to lower viscosity engine and transmission fluids across its small fleet of mixed aged trucks and achieved an overall 1.38mpg fuel saving, hopefully demonstrating real world benefits. The maths speaks for itself, if you roll this out to vehicles covering hundreds of thousands of miles a year.
Biodiesel The increasing use of biodiesel is also a positive step in reducing the overall carbon footprint, and their use is ever increasing, but in 2019 they made up only 5.1% of all road and non-road fuel so there is still work to do here.
Fuel economy and the increasing use of biodiesel look set to form an ever-increasing part of emissions reduction. So much so that ACEA (the European Automobile Manufacturers Association), who set the lubricant specifications for Europe and include as members all the major OEMs, has included specific tests in its upcoming 2021 specification sequences for Heavy Duty Diesel Fuel Economy (F11 & F8). There is also already a CEC-SG-L-109 Bio-Diesel Oxidation Bench test that determines the effect that fuels with biodiesel content can have on the finished lubricant in the current ACEA 2016 specifications. It has never been more important to use the correct fluid with the appropriate specification and chemistry. We simply need to look at how far vehicles have evolved over the past 10 years to realise that the fluids that maintain and protect them have had to evolve and now play a huge part in reducing emissions, improving fuel economy, as well as the traditional of simply wear and tear reduction and anticorrosion properties.
IF YOU WOULD LIKE TO FIND OUT MORE ABOUT LOWER VISCOSITY OILS AND HOW YOUR FLEET CAN IMPROVE ITS FUEL ECONOMY AND REDUCE EMISSIONS, WWW.RDR.LINK/VAA007
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EMISSIONS
CORREC TING AN AF TERTREATMENT FAULT Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an aftertreatment fault on a Scania R440 E6.
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clipse is the largest supplier of multi-brand diagnostic products in the Commercial Vehicle aftermarket, with their innovative Eclipse Testpad Extreme Pro running Jaltest software helping many businesses to improve vehicle and machinery performance. There are more than 3,000 Eclipse Jaltest packages in use covering a wide range of commercial vehicles at customer locations both in the UK and internationally. Identifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all aspects of the vehicles including trailer units. This increasing technology imbedded in vehicles means that users are having to adopt increasingly sophisticated equipment to enable their engineers to maintain performance and effectiveness in the workshops and when out on remote call-outs. The Eclipse Jaltest package has all the requirements to address the technological advances and as an example, the analysis of a Scania R440 E6 model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.
The problem A Scania R440 E6 has an EEC 3 (Exhaust gas treatment system) warning light on the instrument panel and has failed to clear as well as putting the vehicle into a torque reduction mode. As a result of this, the vehicle has had to be recovered to the
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workshop so that the engineers can use the diagnostic equipment to identify and rectify the fault within the vehicle.
Initial assessment The engineer will firstly make an initial diagnosis of the vehicles exhaust gas treatment system checking for any logged faults weather they are present or historic in the diagnostic memory, these may be able to assist us with the cause of the exhaust gas treatment fault. There is two active fault codes present in the exhaust gas treatment system which are 4684 and 11180. The former is referring to a fault with the Ad-Blue dosing unit temperature sensor and the latter is referring to an information code for the NOx control. The fault code 4684 could be due to the temperature sensor itself being defective which is internal to the dosing valve so the complete unit would have to be replaced or it could be due to the wiring for the temperature sensor.
Jaltest analysis The Jaltest software can take the fault analysis on the vehicle right down to the component as well as being able to show the necessary wiring diagrams, operation diagrams and measurements for the specific vehicle. So, in this case, the engineer can firstly check the temperature sensor via the operation diagram to ensure the location of it, the engineer will then be able to check the wiring for the temperature sensor by looking at the wiring diagram on the Jaltest and be able to know what pins they will need to test and check that the wiring is giving off the correct voltages and resistances and checking for any brakes, the engineer can also check the temperature sensor reading through the live measurements.
Correcting the fault First of all, the engineer will check the measurement of the temperature sensor looking to see if it is reading, the engineer will then us the Jaltest wiring diagram to check the wiring from the Ad-Blue ECU to the temperature sensor checking for any breaks in the wires or corrosion on the plug, if the wiring is non-defective, then the engineer would have to replace the dosing valve unit. In this instance, the temperature sensor itself was defective so the engineer had to replace the dosing valve unit. Once replaced, the engineer will then clear down the fault codes in the system but the fault code 11180 would stay as a non-active as this is a longterm fault code and will stay in the ECU
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memory for 400 days and then clear. If this was the first time that the engineer had carried out the procedure, then the industry leading Eclipse Vehicle Technical Support service is available to assist. This unique service is offered by Eclipse to all customers and can either assist the engineer in the problem-solving process or utilise the remote assistance service. Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software which allows the Eclipse Technical Support team to remotely access the customers Eclipse Testpad Extreme Pro PC via internet. The team, with the customer’s agreement, can access the customer Testpad and assist with vehicle related support. This service allows the Eclipse Specialist to virtually sit next to the customer and see what the customer can see on screen, whilst taking control.
Eclipse looks after its customers Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased and throughout its life. That support begins with the software which is updated three times a year to reflect new models and more information as it becomes available and continues with the Eclipse support services.
A range of features and services are available including a comprehensive training package which also includes full training programmes held at the Eclipse Training Centre and cover from the Technical Support Service. The Technical Support Service is a key part of the overall Eclipse package and together with Jaltest and the Eclipse Testpad Extreme+ sets them apart from others, helping to ensure that they remain the leading supplier of true multi-brand diagnostic software for all commercial vehicles.
FOR MORE INFORMATION ON ECLIPSE DIAGNOSTICS’ JALTEST AND ITS TECHNICAL SUPPORT SERVICE AND HOW IT CAN HELP WORKSHOPS, WWW.RDR.LINK/VAA008
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EMISSIONS
THE HIDDEN
EMIT TER
With the obvious offenders regularly addressed through new initiatives, it is important to remember that reducing emissions is not as simple as reducing CO2 from engines. Juratek explains why tyres and brakes assume a greater significance.
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he UK government is committed through legislation to improving UK air quality by reducing particulate emissions, including PM2.5, from road transport with net zero emissions being targeted by 2050. Initiatives like the ending of the sale of new passenger cars and vans with petrol and diesel engines by 2030 are important signposts of this intent. Studies show that the major concentration of emissions occur in areas of high vehicle density and a built-up environment. Currently the bulk of emissions are from the vehicle exhaust, but as these are reduced through new technologies such as PHEV & BEV non-exhaust emissions from our roads, tyres and brakes assume a greater significance. Specifically, this is from the passenger cars and vans which populate our towns and cities across the nation. In performing their function, friction brakes wear and, in so doing, contribute particulate matter to the environment; current estimates are that, annually, approximately 27,000 tonnes of PM2.5 and PM10 is generated by all forms of road transport in the UK, with brake wear contributing approximately 25% of this total. This comes about due to a combination of the abrasion of the two braking surfaces rubbing together and the thermal decomposition of the friction material, in particular its phenolic resin binder which starts to degrade at temperatures of around 200˚C. The braking “couple” comprises two elements, the friction material (brake pad or lining) and its mating surface (brake disc or drum). In Europe, the composition of the majority of brake pads are classified as either “low steel” or NAO (non-asbestos organic) – both families use a phenolic resin binder, with the low steel materials having a
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superior wear resistance at heavier duties and higher temperatures. The brake disc is produced from grey cast iron with carbon contents around 3.2-3.8% together with alloying elements like copper and chromium to help promote strength and hardness. The disc brake, being open to the atmosphere, would be expected to emit more particulate matter into the atmosphere during operation than the drum brake which in effect is a “closed” system, the wear particles generated by braking being contained, to a large extent, within the drum.
A considerable amount of research work has already been undertaken across the world to try to quantify the volume and size of particulate matter emitted by brakes under different braking cycles with different levels of energy loading and temperature, with the ultimate aim in the next few years of introducing some form of regulation aimed at restricting the amount of particulate matter they are allowed to emit; this work is not yet complete and hitherto has been focused almost entirely on light vehicle disc brakes. Much remains to be done and agreed, not least the most appropriate “real world” braking cycle that will be used to measure the volume and size of the particulate matter emitted; of course, any emission legislation cannot be at the expense of
braking safety which is covered by regulations R13H, R13, and R90. From the work that has been done so far, the results are what might have been expected. Low steel materials are better (relatively lower in emissions) at higher duty and NAO materials lower at lower speeds and temperatures. One can imagine that the focus on emissions could lead to the use of more wear resisting friction couples and we already see limited application of carbonceramic brake discs on some models albeit at a significant on cost and more recently the introduction of brake discs with a super hard coating. Another approach is to partially enclose the brake and fit special filters to capture the bulk of particulate emissions. A combined approach is perhaps most likely. Heavy vehicles are a rather different proposition. They are not frequent visitors to city centres. They fit engine brakes and retarders which help reduce the overall demand on their friction brakes, especially on downhill descents, and, of course, drum brakes have made something of a comeback on trailers and these would be expected to retain much of the product of wear within the drum. As yet, there is no quantification of the amount of PM emitted by heavy vehicle axle brakes in the variety of roles that these vehicles undertake so a lot of work will need to be done to arrive at real world data under different conditions of operation to allow for the creation of appropriate test regimes and sensible legal rule making.
FOR MORE INFORMATION ON THE FULL CV BRAKING RANGE FROM JURATEK, WWW.RDR.LINK/VAA009
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A MAJOR BREAKTHOUGH Shrewsbury-based ElimiNOX details how it has made a breakthrough in the reduction of harmful emissions from diesel fumes and how it can benefit fleets moving forwards.
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limiNOX is a fuel conditioner that has been proven to dramatically reduce emissions, engine wear maintenance, and fuel costs (as it increases MPG). The product has been widely tested and is now being used in the field with some fantastic results on many different diesel engines. Another huge benefit to the product is that it prevents the growth of diesel bug, which is becoming more and more prevalent and a real problem for hauliers that both store and use large amounts of diesel in the field. The product has been widely tested by some of the leading laboratories and testing grounds, including Millbrook Proving Ground, and the results have been fantastic. The product is bottled and offered in multiple different sizes: 250ml, 500ml, 1000ml, and 5000ml. All these sizes come in a double top bottle that enable the conditioner to be measured pre-dosing. The diesel to conditioner ratio is 2000:1, so for a 100 litre fuel tank, 50ml is required. No special mixing is necessary, the conditioner is added first to fuel storage or vehicle tanks, then as the diesel is added to the tank the two are mixed. ElimiNOX is manufactured by Nouryon (formally Akzo Nobel), one of the largest chemical manufacturers in the world. It
Case study Telford-based Besblock describes the new technology as ‘game-changing’ for the industry and for the planet. “Not only does ElimiNOX fit in with our wider sustainability plans and will help to reduce our carbon footprint, but it has also saved us money,” comments Andrew Huxley, Managing Director of Besblock. Besblock, which recently announced a six-figure investment to enhance the environmental impact of its products, now uses the technology across all 27 trucks in its fleet and has saved 8% in fuel costs since it was introduced.
emulsifies free water into the diesel precombustion which increases the cetane value at combustion and improves performance whist increasing the lubricity factor up to 30%, which is the factor that saves engine wear and decreases maintenance. Bureau Veritas has also issued ElimiNOX with certification that confirms fuel treated with ElimiNOX Eco retained EN590 Compliance. Additionally, they measured a 30% improvement in lubricity following dosing the fuel to the recommended 2000:1 ratio.
FOR MORE INFORMATION ON ELIMINOX, WWW.RDR.LINK/VAA010
“With that, alongside the fuel filter replacements and maintenance costs of our fleet reduced, we’re looking at 910% savings per year,” Andrew adds. ElimiNOX founder Gwyn Lewis explains: “Independent tests have been carried out which show the toxic exhaust levels drop significantly when ElimiNOX is used.” The tests found a more than 61% reduction in particulate matter 2.5, and a 53% reduction in particulate matter 10. They also found a 35% reduction in carbon dioxide and a 30% reduction in carbon monoxide.
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EMISSIONS
EURO VII: THE END OF AN ER A?
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he European Emission Standards define the acceptable limits for exhaust emissions of new vehicles sold in the European Union and EEA member states. The standards cover emissions of nitrogen oxides (NOx), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO) and particulate matter (PM) and are regulated for most vehicle types, including cars, trucks (lorries), locomotives, tractors and similar machinery, barges, but excluding seagoing ships and aeroplanes.
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CVW speaks to Andrew Goddard, Chairman of the industry trade body the Verification of Lubricant Specifications (VLS), about whether the impending Euro VII regulations will signal the end of the internal combustion engine. First introduced in 1992 under Euro I, the regulations have been through several revisions, with the most recent Euro VI standards announced in 2014. Through the iterations, acceptable levels of the various emissions regulated by the standards have
been reduced, in an effort to help improve air quality and tackle climate change. Acceptable levels vary slightly for passenger and diesel passenger cars and light commercial vehicles and heavy duty engines are defined differently by engine output. But all vehicle manufacturers are governed by these increasingly stringent regulations if they wish to sell into the EU. The European Green Deal’s vision is to achieve climate neutrality by 2050 and the Commission is already working on the next evolution of the Euro standards – Euro VII. Completed proposals for Euro VII are due to be presented to the European parliament at the end of 2021, and would likely come into force around 2025. Whilst the EU is still assessing several different options for the regulations, they are already causing concern in some areas. A study by the EU Commission will form the basis of the new exhaust emission limits. However, the German Association of the Automotive Industry (VDA) is already warning that the move could result in the combustion engine being effectively phased
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out from as early as 2025. “With the introduction of the planned Euro VII standard, the EU Commission will de facto ban cars with combustion engines from 2025,” says Hildegard Müller, President of the VDA, fearing that if the exhaust emission limits are too strict, combustion engines will no longer be competitive. According to a report in the German newspaper Bild, the authors of the study concluded that significantly stricter exhaust emission regulations than those in the currently valid Euro VI standard were necessary to achieve climate targets. As yet, nothing has yet been decided. Nevertheless, the German industry association VDA is sounding the alarm – not just about the limit values themselves, but also about how they are tested. The study says that limit values should not only be maintained on average throughout the test but also in the peaks. “The Commission wants to stipulate that in the future a vehicle must remain virtually emission-free in every driving situation – be it with a trailer on a mountain or in slow city traffic,” says Müller. “That is technically
impossible and everyone knows that.” Meanwhile, the European Automobile Manufacturers Association (ACEA) has commissioned its own independent study with AERIS Europe. Their report looked at the impact that the roll-out of the latest new Euro VI vehicles is already having on air quality and air quality compliance rates and explored the impact that a range of potential Euro VII standards might have in the future. The report concludes that the air quality benefit of a Euro VII regulation would be minimal, but hugely expensive if it followed
what has been currently proposed by the Commission consultants. It suggests that a more sensible approach, given the progress the automotive industry has already made towards electrification, would be to accelerate fleet replacement with the latest Euro VI vehicles via scrappage and incentive programmes that can be targeted to where there will be remaining air quality issues, for example in certain cities with higher emissions, rather than the comprehensive and expensive approach of new Euro VII regulations affecting the entire EU. Whatever the EU decides will certainly impact UK shores. Changes will also impact lubricants and the wider aftermarket supply chain, as consumables cater to the demands of new, increasingly sophisticated engines. Representing its members, VLS will be closely following the progress on this topic as it unfolds over the next few months.
TO FIND OUT MORE ABOUT VLS, CALL 01442 875 922 OR WWW.RDR.LINK/VAA011
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TOOLS & EQUIPMENT
Case study "Can I replace an existing pit in an area with a high water table?” The answer is yes. Although there are more factors to consider with this type of installation, Premier Pits’ Installation Teams have the expertise to enable the end user to have a fully watertight end product. The project Replacement of three brick and block pits due to severe leakage from high water tables and dealing with the resulting overflow of water during installation. The problem Due to the high water table, the water that was apparent whilst digging out the old pits was substantial, this then leads to the risk of the surrounding ground becoming unstable. It is imperative to minimise the time between starting to excavate the old pit and installing the new one. On top of this, the workshop in question required minimum disruption as it was in full working order throughout. The solution The speed of installation was critical. The new pits had to be ready at the exact time the old pits were dug out. The excess water was pumped out of the hole before the concrete was pumped around the newly installed pit. The Premier Pits team used their expertise to ensure these installations were carried out to the highest of standards. One pit was worked on at a time, leaving the other two pits available for day-to-day use to keep the workshop up and running during the whole installation. The outcome The use of three prefabricated working pits that are sealed to ensure that the high water table in the area will not be a problem again.
PITS IN A HIGH
WATER TABLE AREA Premier Pits is the longest established pit manufacturer in the UK and has been manufacturing and installing pits for 40 years. Along with details about its range, the company answers the question of whether pits can be installed in a high water table area.
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he company’s range includes inspection, ATF, maintenance, rail, and washdown pits, all supported by various pit accessories and H&S equipment. Under-chassis, wash pits and ramps are also available. When choosing a pit manufacturer, it is vital the product meets the highest manufacturing standard; every Premier Pit and Ramp complies to CE and BS EN 1090-1: 2009 + A1: 2011, BS OHSAS 18001:2007 SSIP. From the first point of contact to the completion of the job, Premier Pits offers a complete package. Advice is given on the type of pit to install, along with the modifications and accessories required for working on specific vehicles. The company’s skilled and experienced design engineers use the latest CAD design facilities and it is able to provide design support to architects, structural engineers, and contractors alike. Although all pits are built around standard basic formats, they can be tailored to suit individual customer needs, thereby making available an endless range of combinations. Once delivered to the site, the pits are installed by one of Premier Pits’ own
teams of skilled and experienced fitters. Before hand over, the company always ensures that the pit and surrounding floor is clean and tidy, with all waste material removed. To ensure that everything is still in order on new build projects, Premier Pits revisits the site just prior to the building being handed over to the client. Vehicle maintenance workshops across the UK and worldwide are being transformed by the installation of prefabricated, steel pits. Premier Pits, the creators of the concept, continue to make design improvements, add new features and options, and improve installation methods. Premier Pits is exported worldwide, with pits going to Angola, Afghanistan, Mexico, France, Norway, Netherlands, Qatar, Saudi Arabia, Nigeria, Canada, the United States…and even Antarctica!
FOR MORE INFORMATION, YOU CAN CALL PREMIER PITS ON 01775 821 222, EMAIL INFO@PREMIERPITS.COM, OR WWW.RDR.LINK/VAA012
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TOOLS & EQUIPMENT
GOING MOBILE Stertil Koni looks at two companies – Marshalls Coaches and Specialist Fleet Services – who have benefitted from its mobile column lifts. Marshalls Coaches A set of Stertil Koni heavy duty wireless mobile vehicle lifts, type ST1075FWA, ensures reliability and ease of use during comprehensive workshop operations for Marshalls Coaches. The Stertil Koni mobile wireless vehicle lifts are used in the company’s fullyequipped workshop to undertake a wide range of servicing, maintenance and repair operations. Also, as a VOSA-approved tachograph centre, the company is relied upon by a growing number of local companies to provide tachograph installations, calibrations and repairs. Other services offered include brake testing, headlight alignment, vehicle steam cleaning, toilet discharge and coach cleaning. Individually, the Stertil Koni ST1075FWA wireless mobile column lifts provide a safe lifting capacity of 7.5 tonnes. This means that, when used as a set of four, the combined capacity of the Stertil Koni lifts is an impressive 30 tonnes. Each column incorporates Stertil Koni’s revolutionary ebright Smart Control System which allows workshop staff to operate the columns individually, in pairs or in any other combination from any column in the set. Positioning of the wireless columns is also totally flexible, enabling them to be used in any configuration around a vehicle. Crucially, the ebright’s wireless mesh networking system eradicates any possibility of communication problems between individual columns when numerous sets are used in the same building. Featuring full-colour touch screen consoles, the ebright Smart Control System has been designed and developed to simplify operation by providing maximum visual information about every lifting operation – all
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About Marshalls Coaches Established in 1974, Marshalls Coaches operates from its workshop and office complex in Leighton Buzzard. The company’s impressive fleet includes a mix of 45 vehicles ranging from 16seater coaches up to 88-seater double deck buses. Operating locally throughout Bedfordshire, Buckinghamshire, Hertfordshire, and London, Marshalls Coaches provides a reliable service to schools, commuters and shoppers. In addition, the company offers an extensive range of UK and European coach holidays utilising bespoke modern vehicles featuring toilets, kitchen and drinks facilities, refrigerators, reclining seats, tables, air conditioning, DVD monitors, steward/ess service and high speed Wi-Fi.
at the fingertips of the workshop technicians. For added safety and performance, the ebright Smart Control System also shows how many columns in the set are being used. These heavy-duty lifts are powered by long-life deep cycle batteries which provide optimum performance for at least a week on average before recharging is necessary. Also, battery life is prolonged due to the fact that, unlike a screw-lift, power is only used to raise the vehicle, therefore, less time is spent recharging the lift which is carried out via a 230V single phase supply. Importantly, with no cables on the workshop floor, the risk
of tripping is removed thereby providing valuable health and safety benefits. All columns incorporate Stertil’s maintenance-free, synthetic runner wheel system, which is self-lubricating, and the system is covered by a lifetime guarantee. An integral advanced hydraulic lifting system incorporates a microprocessorcontrolled synchronisation feature to ensure safe, smooth and precise movement at all times. Safety is further enhanced by an independent mechanical locking system, incorporated into each column, which allows technicians to securely lock the lift to prevent a vehicle from being inadvertently lowered. The absence of power and communication cables means that set-up time is greatly reduced, making the system fully operational much more quickly. Significantly, the lift’s unique synchronisation system ensures a smooth lifting and lowering cycle, even in the event of extremely uneven load distribution. The ST1075FWA provides a maximum lifting height of 1.85 metres which is reached in just 75 seconds thereby making it one of the fastest commercial vehicle lifts available. “We have been using Stertil Koni mobile column lifts for several years and have been impressed by their reliability,” says Glen Marshall, Partner at Marshalls Coaches. “In fact, we relocated our previous set of four lifts to our wash bay where they continue to operate smoothly with no problems. As a successful company, our reputation is founded on the reliability of the service we provide and the lifts are a vital factor in helping us maintain that reputation.”
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Specialist Fleet Services Specialist Fleet Services (SFS) specified a set of Stertil Koni mobile column lifts to support a new purpose-built workshop following the recent award of a seven-year vehicle maintenance contract by Boston Borough Council. Located at Fen Road Business Park in Boston, the new workshop was an empty shell when SFS acquired the site in December 2020. However, in just four weeks, the premises have been transformed into a fully equipped and functioning workshop complete with offices, kitchen and washroom facilities. The building has also been re-wired and fitted with a compressed air system and LED energy efficient lighting. Each lift in the set provides a safe lifting capacity of 7.5 tonnes so, when used as a set of four, the combined capacity of the Stertil Koni lifts is 30 tonnes. However, when lifting tri-axle vehicles, the full set of six lifts is used which increases the total capacity to an impressive 45 tonnes. Importantly, each column features Stertil Koni’s revolutionary ebright Smart Control System which allows workshop technicians to operate the columns individually, in pairs or in any other grouping from any column in the set. Positioning of the columns is also flexible, enabling them to be used in any configuration around a vehicle. The ST1075FSA provides a maximum lifting height of 1.85 metres which is reached in just 75 seconds thereby making it one of the fastest commercial vehicle lifts available.
About SFS Established in 1992, SFS has a successful track record in delivering fleet and workshop management solutions to local authorities and the private sector utilising a network of workshops across the UK. The company has many years of experience using Stertil Koni vehicle lifting equipment to support workshop activities on behalf of other local authorities, including Hinckley and Bosworth Borough Council and Runnymede District Council. At Boston, the team of workshop technicians relies upon the set of six ST1075FSA mobile column lifts to simplify a wide range of servicing, repair and maintenance activities.
Incorporating full-colour touch screen consoles, the ebright Smart Control System has been designed and developed to simplify operation by providing maximum visual information about every lifting operation - all at the fingertips of the workshop technicians. For added safety and performance, the ebright Smart Control System also shows how many columns in the set are being used. All columns incorporate Stertil’s maintenance-free, synthetic runner wheel system, which is self-lubricating, and the system is covered by a lifetime guarantee. An integral advanced hydraulic lifting system incorporates a microprocessor-
controlled synchronisation feature to ensure safe, smooth and precise movement at all times. Safety is further enhanced by an independent mechanical locking system, incorporated into each column, which allows technicians to securely lock the lift to prevent a vehicle from being inadvertently lowered. The new SFS workshop at Boston operates a daily shift every week day from 5.30am until 4.30pm which is increased to include weekend working during busy periods. A broad range of vehicles passes through the workshop including Dennis Eagle Refuse Collection Vehicles (RCVs), box bodies, tippers and gritters ranging in weight from 7.5 tonnes to 26 tonnes. Previous experience of working with Stertil Koni vehicle lifts was a crucial factor for SFS when sourcing equipment for the new workshop. “We use the same lifts from Stertil Koni at other locations,” says Darren Wade, Technical Specialist at SFS. “Feedback from our workshop technicians has always been very positive and the general upkeep and maintenance costs are reasonable compared with similar products. Importantly, the mobile lifts offer better flexibility than fixed lifts or pits, and they enable us to optimise workshop space each day depending on the workload and vehicle types.”
FOR MORE INFORMATION ON THE AVAILABLE RANGE OF MOBILE COLUMN LIFTS FROM STERTIL WWW.RDR.LINK/VAA013 KONI,
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TOOLS & EQUIPMENT
DIREC T GL AZING Replacing a broken or damaged windscreen is a skilled job and, when the vehicle concerned is a bus or coach, additional factors demand special attention. Henkel explores the things that you need to keep in mind.
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he size, weight, and orientation of the windscreen all bring their challenges and the cost penalty of screen breakage during the installation process can be substantial. These considerations have prompted many commercial vehicle workshops to subcontract all direct glazing work to specialist glass fitting companies. However, thanks to developments in glass adhesive systems, the option to bring the process in-house is now eminently feasible. The new formulations have made direct glazing a stable, reliable and workshopfriendly process that provides many commercial benefits. For an independent workshop serving the commercial vehicle sector it adds value to overall service and provides a valuable income stream. It also ensures the workshop’s own quality standards are applied and that repair time is much more controllable. For Stagecoach – Britain’s biggest bus, coach, and tram operator – in-house windscreen replacement has also given it greater control over costs, both in terms of the process itself and getting vehicles back on the road quicker to minimise service disruption. Stagecoach Group runs its transport services in the UK via a network that comprises regional hubs. The decision on whether direct glazing is conducted inhouse is largely determined by the size of the depot and its corresponding maintenance team; currently 18 regions throughout the UK have adopted this option. The direct glazing adhesive system that has made this possible is from Henkel and its selection was based on Stagecoach’s long-established positive experience with another Henkel Teroson product that had saved the company time and money.
Speedy re-sealing Historically, in the event of a windscreen leak, the vehicle in question had to be temporarily taken out of service as the sealant Stagecoach used at the time required the substrate to be completely dry before re-application.
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By changing to Teroson RB 4120 Elastic, a bead of new sealant can be applied even when there is moisture on the windscreen so the repair can be done quickly and at any time, ensuring the bus is back on the road safely as soon as possible. It is a black, air-drying sealant paste based on artificial resins and synthetic rubber with a low solvent content. Applied from a manual Staku hand-gun, the sealant remains permanently plastic and is highly resistant to ageing and weathering. Stagecoach realised that further cost and time savings could be achieved by undertaking windscreen replacement inhouse where resources permitted. The company, therefore, worked with Henkel to identify the best product for the job and decided on Teroson Bond 60 True Primerless windscreen adhesive.
Cost- and time-efficient Teroson Bond 60 True Primerless is one in the family of TEROSON products to be recently re-branded to highlight their safety credentials. As its name suggests, this adhesive is generally used without primer but, for Stagecoach Group, singlestep application was not the primary benefit of this product. As with all vehicles, a windscreen on a bus or coach contributes to the higher
structural strength of the body. Of course, the windscreen is much heavier and generally sits vertically in the aperture making handling and placement a testing process. “For Stagecoach Group, the key attribute of Teroson Bond 60 True Primerless is its initial green strength by comparison with other products in our range,” explains Henkel’s Barry Lewis. “When installing a more cumbersome screen, having good positional tack and initial stiffness is clearly a big advantage.” As well as being heavier, a bus windscreen is exposed to much higher vibration than a windscreen on a car so the adhesive must be super-strong to maintain a safe bond. For this reason, Stagecoach underpins the performance of Teroson Bond 60 True Primerless with stringent preparatory measures including the application of Teroson All-in-One Primer. An important benefit of applying primer is that it reveals any contaminants that may remain on the frame; it bubbles-up in their presence. This provides an extra safeguard that conditions are optimal for the best possible bond.
FOR MORE INFORMATION ON HENKEL ADHESIVES, WWW.RDR.LINK/VAA014
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TOOLS & EQUIPMENT
DRIVEN BY
DEDIC ATION Offering an all-encompassing range of equipment for truck workshops, Bosch details its available products that aid a fast and accurate repair or service to get vehicles back on the road. KTS made ESI The Bosch commercial vehicle diagnostic solution KTS & ESI Truck is currently the subject of a 10-part series in CVW covering all the basic and in-depth diagnostic functions on offer. Whilst ESI Truck will read fault codes, it will also provide the user with guided troubleshooting, wiring diagrams, maintenance information and much more to provide a complete workshop solution. The software covers trucks, buses, LCVs, trailers and even off-highway vehicles such as tractors, construction machinery and static engines. ESI Truck also offers a unique feature: the vehicle configurator. This means that the user can “build” a selection of systems for diagnosis of a specific vehicle which may be a hybrid of chassis and engine systems from several manufacturers. This is particularly useful for bus diagnosis. These specific vehicle configurations can be saved into the software so that they are always available for quick and simple vehicle selection.
Cooling off Air conditioning service units offered by Bosch achieve a refrigerant recovery rate of 99%. Accordingly, you not only save time and money but also improve the efficiency and service quality in your workshop, as well as being environmentally-friendly and conserving resources.
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Bosch’s fully-automatic R1234yf and R134a service units meet the highest requirements on service units for air conditioning systems in commercial vehicles. A/C service units combine all maintenance functions in a single device. The corresponding functions are easy for users to operate and manage. During the development of this system, easy maintenance was a top priority, thereby facilitating access to internal components.
Diagnosing the issue The FSA 500 is a comfortable solution for sophisticated diagnosis on commercial vehicles. The handy and battery-operated measurement module can be connected to the computer via Bluetooth and integrated with ESI Truck. It includes approximately 30 pre-set component test routines to test all important electrical and electronic components without unnecessary component removal. Many practical equipment details and the comprehensive sensor range make it a safe investment for the future. The ease of use supports a beginner in system analysis while the seasoned diagnostic professional will appreciate the advanced functions, high performance, system integration and expansion feature.
Power to the people The Bosch BAT 690 is a powerful battery charger for commercial vehicles supporting all battery types and with specific characteristics for WET, AGM, GEL EFB and LFP batteries. It also has a soft charging phase for deeply discharged batteries. The BAT 690 back-up mode can also be used to support a vehicle’s battery voltage during in-depth diagnosis while the ignition is on for a prolonged period of time.
Spare parts Bosch also offer a wide range of spare parts for commercial vehicles: from wiper blades to starters and alternators and from diesel injection systems to bulbs. The high quality standards which Bosch is known for apply to every product, ensuring commercial vehicle workshops can rely on Bosch for every aspect of their diagnosis, maintenance and repair processes.
FOR MORE INFORMATION OR TO REQUEST A DEMONSTRATION OF ANY OF THE BOSCH WORKSHOP TEST EQUIPMENT, PLEASE CONTACT SAA.DIAGSOFT@UK.BOSCH.COM, OR WWW.RDR.LINK/VAA015
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LIGHT COMMERCIAL VEHICLES
CUT OUT THE NOISE The reduction in noise, vibration, and harshness play a big part in the design of light commercial vehicles (LCVs). febi discusses the importance of ensuring this is kept on top of throughout a vehicle’s service life.
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roning out squeaks, rattles, and vibrations throughout the vehicle increases driver and passenger comfort and reduces stress on the vehicle's components. This includes the vehicle’s drive train. LCVs equipped with rear-wheel drive transmit power from the engine through the transmission to the axle with a prop-shaft (Fig. 1). During its operation, this will alter in angle relative to the gearbox and final drive due to changes in the road surface that deflect the vehicles suspension system as it rotates. Unless a universal joint is fitted to each end of the prop shaft, it will bend and fracture. One solution is the flexible disc prop-shaft coupling (also known as a universal joint or giubo or doughnut coupling). It is a reinforced flexible rubber disc that connects the transmission output flange to the prop-shaft input flange. In some designs, due to high torsional demands, another flexible rubber disc is fitted to the prop-shaft output flange that connects to the final drive flange. The flexible disc absorbs drive train vibration and backlash. All of the engine's torque must be transmitted through the flexible disc before running through the driveshaft, differential axles and finally to the wheels. This flexible coupling joint design absorbs impact and shock forces to reduce drivetrain disturbances and prevent angular misalignment. This greatly reduces noise, vibration, and harshness from the drive train.
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Like most LCVs, the flexible disc endures a tough life; therefore, it should be inspected during regular service intervals. If any deterioration of the flexible disc is noticed, this could result in some common symptoms that include driveline vibration, which may increase in intensity under acceleration and/or driveline thumping. On inspection, it should be checked for cracks, tears, missing pieces, or distortion of the flexible disc. Any cracking or bulging indicates a failing flexible disc, and a replacement should be planned. When replacing any flexible disc, especially one driven to the point of destruction, you should inspect the propshaft centering guide bush, mating surfaces, and the bolt hole bores and threads. If any of these are worn, the shaft may still vibrate after replacing a new flexible disc. In view of a replacement of a failing propshaft coupling, the replacement part's design and construction needs to be considered. A prop-shaft flexible disc is constructed of cord reinforced rubber with metal inserts for the retaining bolts to go through from either side of the mating flanges to create a very strong and flexible joint. This component's properties must have good damping of torque peaks in the drivetrain and compensation of radial, axial, and angular misalignment, as shown in Fig. 2a and 2b. The benefits of this are stiffness that can be compensated in all directions and are resistant to shock-type stresses to give a long service life.
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A sectional view of a febi bilstein flexible disc shows a very high number of cords and consistent reinforcement to withstand the torsional stresses that this component has to endure (Fig. 3).
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Along with this, Fig. 5 shows a view of the overrun sections of the cord reinforced rubber coupling. Sectional views from a competitor's product (Fig. 6 & 7) show very little cord reinforcement and inconsistent alignment; this would lead to a very short service life and the non-control of the high torsional stresses required of this component. When replacing the flexible disc or discs (subject to vehicle application), they may have a marked alignment or have direction markings; please ensure correct fitment to ensure the disc's correct operation. It is also recommended that the fixing bolts are replaced, subject to the manufacturer's recommendation. Ensure all bolts are correctly tightened to the vehicle manufacturer's specification. All febi flexible discs are manufactured by OE supplier SGF, the global market leader in the automotive sector, ensuring maximum reliability, comfort, and first-time fit. The febi range includes parts for many popular LCVs on UK roads. This includes febi No. 34961 to fit the Ford Transit (2013-) and 21199 to fit the Mercedes Sprinter (2006-). As part of the company’s commitment to bring new parts to the range, febi no. 175750 to fit the Iveco Daily (2014-) and 175754 to fit the VW Crafter (2016-) will be coming to the range soon.
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TO SEE THE ENTIRE FLEXIBLE DISC RANGE FROM FEBI FOR YOURSELF, WWW.RDR.LINK/VAA016
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LIGHT COMMERCIAL VEHICLES
TIME TO MAKE SOME NOISE Legislation was introduced in 2019 to require the mandatory fitment of Acoustic Vehicle Alerting Systems (AVAS) to quiet (electric, hybrid, and hydrogen fuel cell) vehicle models. Later this year, this will be expanded to all new vehicle registrations.
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t low speeds, electric and hybrid vehicles can be dangerous on the roads because they are so quiet at low speeds. Without the purr of a petrol or diesel engine to warn them, pedestrians are less likely to notice the approach of an EV than that of a conventional vehicle. The first steps were taken on 1st September 2019, when it was made mandatory for all new models of hybrid and pure electric vehicles to be fitted with an Acoustic Vehicle Alerting System (AVAS) that emits a continuous sound when the vehicle is travelling at speeds of up to 20km/h. Later this year, this will be extended to all new electric and hybrid vehicles registered after 1st September 2021. The United Nations Economic Commission for Europe’s World Forum for Harmonisation of Vehicle Regulations (WP.29), which is responsible for rules governing Vehicle Type Approvals, set the standard for AVAS in its Regulation for Quiet Road Transport Vehicles. The new regulation is being brought in to protect vulnerable road users, particularly blind and partially-sighted people who depend, more than most of us, on hearing traffic to judge when it is safe to cross the road. However, what it doesn’t account for is the 200,000 plus electric vehicles which are
currently on Britain’s roads, each posing a hazardous risk to VRUs (vulnerable road users). Safety pioneer, Chris Hanson-Abbott OBE, Chairman of Brigade Electronics, which has spent the past nine years developing a Quiet Vehicle Sounder that mimics the vital warning characteristics of an internal combustion engine, comments: “It’s not a moment too soon – in fact it is not soon enough!
“Pedestrians are 40% more likely to be hit by an electric vehicle than a diesel or petrol one.” “Visually impaired people will still be at risk because there are already electric and hybrid vehicles on the road that are virtually silent at low speeds. These are putting lives in danger. We are all taught to listen as well as look out for traffic and the background noise in busy streets will mask any slight sound an EV may make when moving off. “Owners of ‘silent’ vehicles really ought to be aware of the danger and fit a Quiet Vehicle Sounder (QVS) if they want to avoid unnecessary accidents. Nobody wants to knock down a pedestrian.”
A study in America found that electric and hybrid vehicles double the risk of accidents with pedestrians when executing slow manoeuvres such as starting in traffic, slowing down, reversing, entering, or leaving a driveway or parking space. Similarly, the risk of accidents is raised by 80% when turning corners and by 50% at speeds of less than 35mph. In the UK, another study commissioned by Guide Dogs for the Blind found that pedestrians are 40% more likely to be hit by an electric vehicle than a diesel or petrol one. Whilst there are a few OEM’s fitting AVAS in cars, Brigade’s Quiet Vehicle Sounder can be retro-fitted to any vehicle and is suitable for buses, minibuses, coaches, HGVs and, significantly, light commercial vans which are growing in numbers on Britain’s roads. Developed after listening to the needs of vulnerable road users, the QVS emits a sound that is highly directional, making it easy to locate the vehicle, and which also changes with the speed of the vehicle so pedestrians can judge how much time they have to get out of the way.
FOR MORE INFORMATION ON BRIGADE ELECTRONICS, WWW.RDR.LINK/VAA017
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LIGHT COMMERCIAL VEHICLES
Nick Austin, MAHA UK Sales Manager, explains why the light commercial vehicle (LCV) market is creating opportunities for workshop equipment manufacturers and identifies which equipment businesses should be looking at purchasing.
A LIFT FOR THE INDUSTRY
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he LCV market is one of both buoyancy and contradiction at present. Vehicle manufacturers have separated their respective workshops and showrooms into designated van centres and showrooms, which is opening doors to the likes of MAHA with its workshop lifts, brake testers, and MOT bays. Not only are these companies opening facilities and creating jobs, they’re in need of quality equipment, which will allow their technicians to service and MOT the vehicles that enter the workshop. What equipment should they buy? That is the conundrum at present. Whilst passenger cars are labelled as class 4 and goods vehicles over three tonnes are class 7, a RV Winnebago or a declassified fire engine, for example, are
deemed as class 4, despite the fact they’re more than likely to exceed three tonnes. As a result, it can be difficult to understand the customer’s requirements when they ask for light commercial equipment; however, MAHA has a twopost workshop lift that solves the dilemma and has already been installed inside emergency service workshops, with its diverse range of vehicle weights.
STAR lift The MA STAR 5.5 two-post lift features stable and torsion-resistant columns made from edged H-section steel and is capable of lifting vehicles up to five-and-a-half tonnes. Thanks to its spindle nut package with selflocking thread, patent-pending ‘giraffe’ nut
breakage detection and motor brake, along with its straightforward plug and play and intuitive, LED-based interface, the MA STAR 5.5 is a simple but effective lift to use in practice. It is also symmetrical, which offers benefits in comparison to an asymmetrical lift. Due to the weight of the vehicles being driven onto these types of lifts, the main bulk of the weight needs to be central, which is why the four telescopic arms are the same length. With the engine at the front and tools sat in the back, each arm is being tested equally, as opposed to more strain on a shorter or longer arm. There are also specific LCV adapters available for these lifts, which lock onto a vehicle’s chassis. A Ford Transit, for example, features a sill that is purely cosmetic; therefore, the arms will go underneath the sill. The rubber foot, which connects to the sill normally, will need to be pulled out, then the user will need to put a 200mm sleeve in, push the foot back, and that will then connect to the chassis without coming into contact with the sill.
FOR INFORMATION ABOUT THE MAHA MA STAR 5.5, WWW.RDR.LINK/VAA018
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WORKSHOP MANAGEMENT
©Nmedia/AdobeStock
HOW TO USE I.T. AS PART OF AN EFFEC TIVE VEHICLE MAINTENANCE SYSTEM Your maintenance system needs to include a full maintenance schedule to meet operator licensing rules. This should cover everything from day-to-day checks through to planned checks, as DVSA explains in this best practice guide.
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VSA doesn’t ‘approve’ any software systems or hardware devices. It’s ultimately the operator’s responsibility to make sure that the maintenance system used meets the requirements of their operator licence. However, it is able to provide some best practice advice. The right digital solution can add benefits to any maintenance system by providing ease of access to all relevant data in one place, including: ■ Safety inspections ■ Unplanned maintenance ■ Inspection reports
Being able to link directly to related data – such as technical information – means that it can be obtained quickly. It also provides
40 CVW MAY 2021
the ability for workshops to create maintenance schedules which are both planned and retrospective. Systems can be linked to those run by maintenance providers, giving shared data on: ■ Maintenance history ■ Scheduled repairs ■ Invoicing
drivers are responsible for the condition of their vehicles. Operators need to satisfy themselves that any systems or devices used don’t undermine the running of a safe and efficient fleet. Important features of a computerised system include: ■ The availability of hard copies of records
to be produced on request ■ It must be tamper proof (eg. records
The automated processes that can be created, helps to organise and manage an efficient and well-planned system.
can’t be changed at a later date) ■ It must be clear what’s been checked and
by whom ■ There must be a clear end-to-end audit
What does the system need to do? It’s ultimately the roadworthiness of the vehicles operated that will demonstrate if the system is well-designed and meets the required standards. Operators as well as
trail
Secure your system To make certain that your system is secure, you should consider:
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■ Digital authentication – eg. a log-in or PIN ■ Date and time stamping ■ An audit trail on both the part of the
maintenance provider and the operator Whilst enforcement action for noncompliance rests with the operator, it’s their responsibility to make sure that the system provider can guarantee the reliability of the data. ©Nmedia/AdobeStock
Keeping old data Where vehicles or trailers change ownership, the records relating to these – even in digital format – must still be available to the original operator.
Managing the system Regular administration and backup of electronic data should be undertaken. It’s ultimately the responsibility of the operator to make sure the safekeeping of such data, along with an effective management process. Easy access to the data – for management and enforcement purposes – must also be available. Data security and integrity must exist with any system used – this may include some form of clear audit trail.
Daily walk around checks The daily walk around check can be done using a handheld device, and the results stored digitally. These can include devices like tablets or smartphones which can be given to the driver or allocated to the vehicle. The system must provide: ■ A suitable method of digital signature ■ Secure data input and storage
Forms can also be completed by hand and then scanned, and saved digitally. It should always be possible to produce a minimum of the current day’s record at the roadside. Systems must include effective date and time stamping to make sure data is reliable, including NIL defect reporting where it’s included. DVSA states that nothing in this guide prevents the operator from using systems with additional functions.
Recording defects at roadside The same systems can record defects which happen whilst a vehicle is in use. This can be an extension of the same process, with
the ability for the driver to ‘add’ a record for that day including information about the action taken. Such systems should reflect the requirements as shown above. In all cases there must be confirmation that the vehicle is safe to use.
Creating a safety inspection programme Planning safety inspections Safety inspections must be planned in advance. Vehicles that are subject to a statutory annual test can plan their year’s programme – such as cleaning and major servicing – to avoid duplication of work associated with the test. A simple method of drawing up a programme is to use a yearround planner or flowchart. Digital systems are equally fine, and electronic record management and storage systems will often include a planning feature. DVSA advises that you must follow the rules set out in its Guide to Maintaining Roadworthiness when using a digital system. Such systems must: ■ Be capable of providing records in ‘real
time’ to the operator ■ Include an audit process that shows date and time stamping
Regular safety inspections You can collect and store safety inspection information using an electronic device. The records must show a clear audit trail from inspection to sign-off after repair (if one is needed). It’s very important that it includes
a declaration that the vehicle is fit for service or not. A separate record must be completed for each safety inspection of a vehicle or trailer. Where the record of the safety inspection is to be stored digitally, then the checklist used for the inspection doesn’t need to be kept. You can use an electronic device (eg. a tablet) in place of a checklist.
Capturing and storing safety inspection data electronically Bar coding or scanning of defects found or work done is fine providing that a means of interpreting each code is available. Safety inspection records stored digitally must be: ■ Tamper-proof ■ Capable of producing hard-copy
information for use at public inquiries held by Traffic Commissioners Computer records must contain the same information as any manual form. The Guide to Maintaining Roadworthiness contains more information.
THIS GUIDE SHOULD BE READ TOGETHER WITH THE DVSA’S GUIDE TO MAINTAINING ROADWORTHINESS WHICH COVERS THE RULES OF AN EFFECTIVE VEHICLE MAINTENANCE SYSTEM IN MORE DETAIL. FOR MORE INFORMATION, WWW.RDR.LINK/VAA019
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WORKSHOP MANAGEMENT
WORK SMARTER Truckfile takes an in-depth look at the contribution modern digital management systems can make to effective workshop management.
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or own-account fleet workshops, independent service agents or even main dealer network franchisees, efficient management can be made easier with Truckfile’s digital platform. The system uses cutting-edge technology but only with the aim – and effect – of keeping things simple. Service managers, foremen, technicians, parts staff and administrators can all benefit from Truckfile’s impressive range of capabilities. Managers are given full visibility of any job progressing through the workshop, from start to finish. Parts stocks are automatically updated as any item is picked and used. Technicians have a range of user-friendly options to quickly complete all maintenance records – these are stored digitally, so are both permanently secure and easily accessible. Industry-standard templates and advance loading of jobs combine to ensure the workshop is kept running seamlessly. Everything is visible on easy-tounderstand screens – from a desktop computer or mobile device. Anyone who needs access to information can get it wherever they are, whenever it’s required. Endless paper files, with the ever-present danger of sheets being damaged or going missing, are a thing of the past.
■ Integrated invoicing – parts and labour
costs are fully visible and can be easily added as work progresses, providing an accurate rate for every job as it reaches completion. ■ Parts management – Instant stock reports,
Key to its appeal is Truckfile’s package of individual features which can be assembled, and then adapted, to suit the specific requirements of different operator profiles. Standout elements of the Truckfile toolbox include: ■ Notifications and alerts – scheduled
events, overdue tasks, notes of work and any number of important items can be flagged up by the system to help both workshop and fleet managers stay fully in control. ■ Instant messaging – allowing real-time contact with colleagues regardless of their location. Pictures and video files can be sent from remote, on-site technicians back to base, or from the workshop to the customer, at the click of a button.
simple order forms which can be retained as drafts, the ability to check order status and even set automatic low-stock alerts for individual parts lines, all help to make life easier for busy parts colleagues. ■ Workshop control – any number of
technicians, working across multiple shifts, can be managed effectively with Truckfile. The platform’s simplicity and ease of use will cut admin and boost productivity. ■ Bespoke templates – for the workshop
manager, the heart of the Truckfile system is the Dashboard computer screen. No ‘one size fits all’ product, this can be tailored precisely to each customer’s needs, with personalised templates, shift patterns, all the information an operator needs and no unnecessary clutter. ■ Defect reporting – technicians can use
their Truckfile handsets to take photographs or video clips of any vehicle defects, which are then reported immediately, and automatically, to relevant managers. Where applicable, these can also be shared with customers. ■ Workshop capacity display – total shift
capacity or the hours of every individual technician can be assessed at a glance, thanks to the clear and simple ‘traffic light’ display system.
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configurations, for customers with everything from a large fleet to a single truck. Truckfile works equally seamlessly across the board and had really helped to streamline our operation. It has become one of the most important tools we use.”
Truckfile Workshop Web
About Truckfile
■ Order management – scheduling and
completion of both in-house and external vehicle maintenance tasks can be integrated smoothly. ■ Technician app – job sheets are simpler
to fill in than any paper-based system, using either hand-held tablet devices or dedicated computer workstations. The quality control process means all defects must be signed off before the job is progressed, providing an effective safeguard against anything being missed. Among the many commercial vehicle service providers already taking full advantage of Truckfile’s flexible, userfriendly offering is Leicestershire-based Truck Doctor. Established in 2012, the company’s five-bay workshop in Whetstone, just minutes from the M1, offers a range of repair and maintenance services to truck and trailer operators across the East Midlands and beyond. Director Alan Phillips comments: “Using Truckfile’s Workshop Management function I can have full, instant overview of every vehicle in our bays at any time. The information is ‘live’, and constantly updated, so I can always check exactly where any specific job is up to – helpfully, I can do this either from my desk, at the click of a button, or remotely via mobile internet
Truckfile is the brainchild of Magic Internet Technologies. Based in Redditch, Worcestershire, the company was formed in 2006 to create an innovative and user-friendly fleet and workshop management system for the commercial vehicle and transport sectors. With well over 200,000 individual vehicle records stored for more than 24,000 users, Truckfile is the largest document store of its kind in the marketplace. Customers can access the system from any internetconnected device, with no need for additional investment in servers or extra hardware. All documents are available around the clock and are securely protected against loss or damage.
connection. Checking back on past records is much easier than ever before, too. Shift management, stock-taking and parts ordering, and scheduling can all be performed through Truckfile. “The guys on the shop floor, meanwhile, find the system’s Technician Application very user-friendly and easy to live with. Before we digitised they were laboriously filling in worksheets by hand, which was time-consuming and inefficient, and also created a lot of paperwork which had to be stored somewhere. Now they can update records as they go, using either a hand-held tablet or dedicated computer workstation – they can even take and attach photographs to their reports. “The process is far quicker and easier, and also means documents are automatically filed and stored securely, so they can never go missing. The information we record can also be shared with our customers, which helps ease any administrative or compliance headaches before they’ve even started. “We look after a wide range of vehicles of many different makes, models and
Meanwhile, Truckfile’s development experts continue to explore ways of keeping their technology ahead of the curve, in both functionality and ease of use. Exciting developments are coming down the line very soon. One new feature about to be launched is Truckfile Workshop Web – in essence a simplified version of the full system which retains key areas of functionality. This is aimed at operators who, for example, have the majority of their fleet maintained in a Truckfile-equipped workshop but send a small number of vehicles – perhaps older, out-of-contract trucks, or specialised trailers – to another supplier which does not have Truckfile installed. Workshop Web allows the fleet operator to give its supplier access to basic Truckfile functions, in order to maintain the integrity of recording. The web-based system allows the operator to send digital forms to the service provider, who can then complete all documentation electronically. Workshop Web allows for real-time updates on the status of any jobs, and satisfies all requirements of digital job sheets for Earned Recognition. Information returned is automatically stored in the correct place and all files are updated, with no need for extra inputting. The operator maintains full control at all times – including the ability to set permissions to allow only necessary functions to be accessed.
FOR MORE INFORMATION ON TRUCKFILE AND ITS FLEET MANAGEMENT SOFTWARE, WWW.RDR.LINK/VAA020
MAY 2021 CVW 43
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WORKSHOP MANAGEMENT
Patrick Tandy, Managing Director of Freeway, discusses the digitisation of the workshop and how it’s set to help with both cost and time efficiencies.
THE HIDDEN COST OF PARTS
T
he digitisation of the workshop has picked up pace as companies strive to eliminate paperwork and the pandemic has focused minds further with a demand for easier access to records. The introduction of mobile devices in the workshop is giving a new level of visibility with real-time reports ‘from the shop floor’ and smartphone apps allowing managers to manage remotely. For workshop managers, safety and compliance are paramount and the driver behind improvements in systems and processes. However, the pandemic has also put a focus on efficiency and costs – and, for many, an opportunity to re-evaluate their businesses. Going digital in the workshop is transformational and it has given operators insight into the enormous benefits of ‘data’. For years, many have simply accepted the way things are; the labour costs, the part costs, and the parts contract value, and so have often escaped any real scrutiny. Now things are changing as paper records are replaced with digital records. Records of work done and parts used are no longer lost in a filing cabinet or back room archive. Everything is recorded and added to a ‘case history’ so the real costs of maintaining the fleet can be analysed and questioned. Managing stock and purchasing is a particular challenge for operators, especially for mixed fleets where there may be individual parts running into the thousands. And the switch to alternative fuels is only
44 CVW MAY 2021
going to add complexity to the task. Software supplier Freeway has therefore turned to Artificial Intelligence to help improve things. The software continually learns from historic data to create a more accurate predictive model. This includes identifying recurring trends and anomalies such as fluctuating seasonal demand and likely extra demand for particular vehicles scheduled for servicing. The system also works out future stock level requirements and then automatically update parts suppliers – automating stock replenishment and helping to eliminate outof-stock occurrences. At Stobart Energy, the company that transports waste wood to biomass power generation plants, has deployed a mobile system across the company’s nationwide transport network to gather data for the entire fleet. Engineers use rugged tablets in the workshop and local fleet managers record non-critical and critical defects on their smartphones. The company is gaining important
business benefits through the detailed and up-to-date financial and management information being collected using the software which manages stock, purchasing and financial control. This software provides in-depth componentry information allowing the performance of every asset – from an entire vehicle down to an individual washer – to be assessed. Stobart Energy can now benchmark prices to ensure consistency of parts costs with quoted prices for parts instantly checked against previous prices and prices quoted across the network from different suppliers. Meanwhile, bus operator Rotala has successfully rolled out a group-wide purchasing and stock management system connecting four regional bus and coach companies. They all had different systems, processes, and suppliers so by moving all locations onto the same cloud-based Freeway system, it ensures everyone adheres to the same procedures and quality standards. By reducing parts costs by between 5-10%, Rotala expects to save at least half-a-million pounds a year. The system also collects data on parts used and their performance with instant access to maintenance histories allowing the performance of different vehicles and parts to be scrutinised.
FOR MORE INFORMATION ON HOW FREEWAY CAN AID YOU IN DIGITISING YOUR WORKSHOP, WWW.RDR.LINK/VAA021
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COMPETITION
GOING RETRO Castrol Classic Oils is offering CVW readers the chance to win one of five available giveaway packs. For more than 120 years, British company Castrol has been at the forefront of oil technology. Company founder Charles Wakefield launched his first vehicle engine oil in 1906, a pioneering blend of mineral and castor oils that offered unrivalled lubrication properties. Since then, and through many further innovations, Castrol oils have lubricated the beating heart of everything from speed records to Mars missions. Interestingly, Castrol was the first company of its kind to promote its products through advertising and merchandising. By 1946, when the iconic circular Castrol Classic branding was launched, Castrol offered a wide range of workshop regalia in the distinctive green, white, and red colours that had been synonymous with the brand since the early 1900s. Inspired by those products, Castrol Classic Oils has produced a range of high-quality merchandise, all bearing that familiar postwar branding. The 26 product lines encompass a range of workshop items,
46 CVW MAY 2021
clothing and accessories to ensure there is something for every commercial vehicle owner or enthusiast. So, whether it's destined for practical use in the workshop or positioned within an attractive indoor display, Castrol's nostalgic accessories combine retro style with nononsense practicality. For this competition, Castrol Classic Oils has put together a generous haul of merchandise worth more than £300, and curated them into five separate giveaway packs for readers of CVW. The packs are as follows: Pack one Castrol Land Speed Poster set (four posters), Classic Baseball Cap, Classic Shoulder Bag, Classic Face Mask (two pack), Classic Jute Shopper, Classic Wall Signs (rectangular, square, and round). RRP £99.15. Pack two Classic China Mug, Classic Tin Mug, Classic Metal Sign (round), and Classic Tool Roll. RRP £87.80.
Pack three Classic Key Fob, Classic Lapel Badge, Classic Cufflinks, Classic Walking Umbrella. RRP £56.44. Pack four Classic Pouring Jugs (set of three), Classic Pump Oil Can (200ml), and Classic Pump Oil Can (500ml). RRP £43.85. Pack five Classic T-Shirt (large). RRP £12.95.
HOW TO ENTER To be in with a chance of winning this great prize, WWW.RDR.LINK/VAA022 and answer the following question (Hint – the answer can be found in this article):
Q
In what year did Castrol launch its iconic green, white, and red Castrol Classic branding? A. 1906 B. 1926 C. 1946
Deadline for entries is 10/06/21. Terms & Conditions apply. See website for details.
047_CVW_MAY21_Layout 1 27/04/2021 10:03 Page 47
THE A-Z OF
BATTERIES In the fourth instalment of Rotronics’ A-Z of Batteries, Ken Clark takes us through ‘I’ for Information and ‘J’ for Jump Starts.
I
IS FOR INFORMATION
To get the best out of batteries and be able to look after them, what information do we really need to know? Firstly, when you are testing a battery, you need to know what type of technology it is. Secondly, we need to know the battery standard. Why is this important? Because you will TAKE AWAY TIP get an incorrect test reading if the A 1000cca EN rated battery tester is set to the wrong will measure at around this standard. The diagnosis will be value; however, if we test the same battery as a DIN wrong, and you won’t be able to rating, it will overrate the look after and maintain the battery battery’s measured CCA properly. The standards are set by dramatically. Your test result the battery manufacturer, to will be wrong. ensure that we test correctly.
✓
J
IS FOR JUMP STARTS
A jump start is when you need external power to a battery in a vehicle to allow it to start. It is typically done through a power pack. To do it correctly you need to make sure that the loads are off the vehicle before starting and that the jump pack or external source has enough power (ideally fully charged). Once you have jump started a vehicle, this should only TAKE AWAY TIP be deemed a temporary fix; the Were vehicle loads left on? Is battery needs to be mains there an abnormal drain on the vehicle? Is the vehicle’s charged ASAP. To see the charging system operating Rotronics power packs, correctly? You must have WWW.RDR.LINK/VAA023.
✓
these answers to why the vehicle needed a jump start before you let it continue on its journey.
For more information on Rotronics, WWW.RDR.LINK/VAA024,
email info@rotronicsbms.com, or call Ken Clark on 0121 526 8185. Email your suggestions for the next A-Z of Batteries to ken.clark@rotronicsbms.com.
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WHAT’S NEW? SEALEY ULTRASONIC CLEANING TANK The SCT03 and SCT27 Ultrasonic Parts Cleaning Tanks from Sealey are designed to simplify the process of cleaning parts. The SCT03 has a 3L tank whereas the SCT27 has a 27L tank, simply choose the model which best suits your needs. Both come equipped with a degas function to help improve the cleaning process, and a special feature is the soft cleaning mode, enabling you to clean anything particularly fragile. Using ultrasonic wave vibration, the intense cleaning action of the microscopic bubbles can penetrate the most inaccessible parts to remove dirt and grime. These tanks are fitted with a flexible 0-80°C temperature control, a timer setting which is fully adjustable from one to 99 minutes, and they also feature a clear LED display and memory function. They can be found in Sealey’s Spring 2021 promotion (valid until 31st May 2021). WWW.RDR.LINK/VAA025
BRIDGESTONE U-AP 002 BUS TYRE
TEXTAR BRAKE DISCS
The successor to the U-AP 001, Bridgestone has launched the U-AP 002, designed to lower fuel consumption and exhaust emissions in congested urban areas thanks to decreased rolling resistance. Plus, by increasing tyre life through enhanced durability, the result is a tyre enabling a reduced total cost of ownership (TCO). The tyre has a B-grade in rolling resistance and offers 9% longer tyre life. The tyre’s thick sidewall protection and strong casing enable high robustness and multiple tyre lives thanks to retreading. These features combine to result in a long-lasting tyre that reduces TCO per kilometre. It also comes with a 200kg higher load capacity – a key electric bus requirement – and it is suitable for eight tonne steer axles. As well as CO2 emissions, the Bridgestone U-AP 002 is engineered to decrease urban noise pollution, reducing output by 2dB in PBN from its predecessor. The tyre also provides safety and peace of mind as it’s fully winter ready, with 3PMSF and M+S markings.
TMD Friction, through its Textar brand, has introduced 70 brake disc references for the CV aftermarket to meet the demand for optimum braking performance and safety. The solid and vented brake discs cover a range of truck, trailer, and bus applications which include Mercedes-Benz, DAF, Volvo, Renaukt, Iveco, Scania, Bova, Neoplan, Solaris, and Kögel. The latest brake disc products released from Textar complement its growing range of brake discs, brake pads, accessories, and wear indicators. Every product comes assured of quality and reliability, maximum safety, and intelligent design. Each disc incorporates venting technology for improved cooling during braking, a heat channel to improve heat dissipation and provide anti-vibration performance benefits, a special casting process to deliver homogeneous material surface, and fitment surface precision machined within OE tolerances for seamless assembly.
WWW.RDR.LINK/VAA026
WWW.RDR.LINK/VAA027
SNICKERS WORKWEAR WORK SHORTS Combining four-way stretch fabric that delivers comfort all day with street-smart, slim-fit designs, Snickers Work Shorts are great for grafting in the warmer months. The lightweight garments feature a body-mapping design and are made from a self-ventilating stretch fabric with Cordura reinforcements for durability and mobility when you need it most. The men’s FLEXIWork lightweight work shorts come with flexible gusset seams and also have easy-to-access holster pockets with zip compartments, an expandable stretch cargo pocket, and a ruler pocket. The AllroundWork women’s multipurpose, slim-fit shorts have four-way stretch panels in the right places for consistent comfort, practical pockets for optimal functionality, and great freedom of movement. WWW.RDR.LINK/VAA028
48 CVW MAY 2021
PPG REFINISH HIGH BUILD BINDER PPG Refinish EMEA has introduced the P650-1010 Premium High Build Binder to the Nexa Autocolor Turbo Vision commercial transport range. This latest addition provides a dedicated solution for sharp edges and complex shaped vehicles such as tipper trucks, tankers, road sweepers, and car transporters. It also benefits from being part of the compact, modular Turbo Vision paint system, which is designed to give its users flexibility and versatility across a wide variety of commercial vehicle applications. Launched at the end of 2017 as a follow up to the Nexa Autocolor EHS Turbo Plus paint line, Turbo Vision offers significant enhancements through innovation, process optimisation, and colour excellence. P650-1000 Premium High Flow Binder will remain the number one choice for commercial vehicle refinishers and refurbishers, suitable on vehicles with large flat surface areas such as vans, buses, coaches and cabs. The P650-6000 Premium Matt binder empowers customers to create a full range of gloss levels, from deep matt to semi-gloss, if mixed with any of the two other premium binders. Beyond delivering superb finishes, both the Premium High Flow Binder and Premium High Build Binder help to maximise efficiency with fast-drying properties that reduce bake time and energy consumption while maintaining excellent hold-out. Turbo Vision is also exceptionally hard after bake, so parts can be installed immediately rather than waiting for the coating to cure overnight. WWW.RDR.LINK/VAA029
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ADVERTISEMENT INDEX AP Air Europe Limited ...................................... (page 26)
Mirka (UK) Limited ............................................ (page 35)
Bowmonk Limited ............................................ (page 49)
Morris Lubricants .............................................. (page 33)
Checkpoint Safety ............................................ (page 45)
Osram .............................................................. (page 45)
Continental Automotive Trading Limited .......... (page 47)
Premier Pits ........................................................ (page 7)
CVW Online ...................................... (inside back cover)
rdr.link .............................................................. (page 49)
Dayco Europe .................................................. (page 36)
Robert Bosch Limited ...................................... (page 12)
Eclipse Automotive Technology Limited .......... (page 49)
Rotronics .......................................................... (page 17)
Energizer Group Limited .................................. (page 15)
Sampa UK & Ireland Limited .............................. (page 9)
Ferdinand Bilstein UK Limited .......................... (page 39)
Schaeffler (UK) Limited .................................... (page 21)
Jack Sealey Limited .......................................... (page 31)
Stertil UK Limited .............................. (inside front cover)
Knorr Bremse Truck Service ............................ (page 25)
TotalKare Heavy Duty Workshops ................ (back cover)
MAHA .................................................................. (page 4)
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50 CVW MAY 2021
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